JP4215092B2 - Engine starter for hybrid vehicle - Google Patents

Engine starter for hybrid vehicle Download PDF

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Publication number
JP4215092B2
JP4215092B2 JP2006288125A JP2006288125A JP4215092B2 JP 4215092 B2 JP4215092 B2 JP 4215092B2 JP 2006288125 A JP2006288125 A JP 2006288125A JP 2006288125 A JP2006288125 A JP 2006288125A JP 4215092 B2 JP4215092 B2 JP 4215092B2
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Japan
Prior art keywords
engine
electric motor
speed
differential
gear
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Expired - Fee Related
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JP2006288125A
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Japanese (ja)
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JP2008105475A (en
Inventor
泰広 前田
俊成 鈴木
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Toyota Motor Corp
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Toyota Motor Corp
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Priority to JP2006288125A priority Critical patent/JP4215092B2/en
Priority to US11/907,799 priority patent/US7559864B2/en
Publication of JP2008105475A publication Critical patent/JP2008105475A/en
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Publication of JP4215092B2 publication Critical patent/JP4215092B2/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F16H3/727—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path
    • F16H3/728—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path with means to change ratio in the mechanical gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
    • F16H2037/0866—Power split variators with distributing differentials, with the output of the CVT connected or connectable to the output shaft
    • F16H2037/0873—Power split variators with distributing differentials, with the output of the CVT connected or connectable to the output shaft with switching, e.g. to change ranges
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0043—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising four forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16H2200/201—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with three sets of orbital gears
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    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2046—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with six engaging means
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S477/00—Interrelated power delivery controls, including engine control
    • Y10S477/906—Means detecting or ameliorating the effects of malfunction or potential malfunction
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/904—Component specially adapted for hev
    • Y10S903/912—Drive line clutch
    • Y10S903/913—One way

Abstract

A hybrid motor vehicle includes a differential having a differential mechanism equipped with a first rotating element that is connected to an engine, a second rotating element that is connected to a first electric motor and a third rotating element connected to both a second electric motor and a transfer member; and a transmission provided in a power transmission path, extending from the transfer member to driven wheels, that establishes a plurality of transmission ranges by selectively operating a plurality of coupling devices. An irreversible rotation member connected to a non-rotation member against reverse rotation through a one-way clutch is provided in the transmission. When the second electric motor is malfunctioning, an engine start control unit starts the engine by driving the first electric motor while selectively engaging the coupling devices to connect the transfer member to the irreversible rotation member.

Description

本発明は、差動作用が作動可能な差動機構と電動機とを有する電気的な差動部と、その差動部から駆動輪への動力伝達経路に設けられた変速部とを備えるハイブリッド車両のエンジン起動装置に係り、特に、電動機故障時のエンジン起動装置に関するものである。   The present invention relates to a hybrid vehicle including an electrical differential unit having a differential mechanism capable of operating a differential action and an electric motor, and a transmission unit provided in a power transmission path from the differential unit to a drive wheel. In particular, the present invention relates to an engine starting device when a motor fails.

エンジンに連結された第１回転要素と第１電動機に連結された第２回転要素と第２電動機および伝達部材に連結された第３回転要素とを有してエンジンの出力を第１電動機および伝達部材へ分配する差動機構を備える差動部と、伝達部材から駆動輪への動力伝達経路に設けられた変速部とを備えるハイブリッド車両の動力伝達装置において、エンジン起動時には、第１電動機や第２電動機を用いてエンジン回転速度をエンジン始動可能（エンジン点火可能）な回転速度以上に引き上げる制御装置が知られている。   A first rotating element connected to the engine, a second rotating element connected to the first electric motor, and a third rotating element connected to the second electric motor and the transmission member. In a power transmission device for a hybrid vehicle including a differential unit including a differential mechanism that distributes to members and a transmission unit provided in a power transmission path from the transmission member to the drive wheels, the first electric motor and the first motor 2. Description of the Related Art A control device is known that uses two electric motors to increase an engine rotational speed to a rotational speed at which the engine can be started (engine ignition is possible).

例えば、特許文献１に記載された車両用駆動装置の制御装置がそれである。この車両用駆動装置の制御装置では、差動機構が遊星歯車装置で構成される差動部と、油圧式摩擦係合装置の係合作動により動力伝達経路が動力伝達可能状態と動力伝達遮断状態とに選択的に切り換えられる有段式自動変速機で構成される変速部とを備える変速機構において、動力伝達部内の動力伝達経路を動力伝達遮断状態とするためのよく知られた駐車ポジション「Ｐ（パーキング）」や中立ポジション「Ｎ（ニュートラル）」が選択されているときのエンジン始動の際には、第１電動機および第２電動機を用いて第２回転要素および第３回転要素の回転速度を共に引き上げ、第１回転要素、第２回転要素、および第３回転要素の相互の相対回転速度の関係に基づいて第１回転要素すなわち第１回転要素に連結されたエンジンの回転速度を速やかにエンジン始動可能回転以上に上昇させている。   For example, this is the control device for a vehicle drive device described in Patent Document 1. In this control device for a vehicle drive device, the power transmission path is in a power transmission enable state and a power transmission cut-off state by the engagement of a differential portion whose differential mechanism is a planetary gear device and a hydraulic friction engagement device. A well-known parking position “P” for setting the power transmission path in the power transmission section to a power transmission cut-off state in a speed change mechanism including a speed change portion constituted by a stepped automatic transmission that is selectively switched to When the engine is started when the “parking” or neutral position “N (neutral)” is selected, the rotational speeds of the second and third rotating elements are set using the first and second motors. The rotation speed of the engine connected to the first rotation element, that is, the first rotation element based on the relationship between the relative rotation speeds of the first rotation element, the second rotation element, and the third rotation element. It is rapidly raised above engine starting rotatable.

特開２００５−２６４７６２号公報JP 2005-264762 A

ところで、特許文献１のような車両用駆動装置において、第２電動機が故障すると、第３回転要素に連結された第２電動機によって発生させる反力が取れなくなり、第１電動機を駆動させても第２電動機に連結された第３回転要素が逆回転させられてエンジンを起動させることが不可能となる。例えば車両の信号待ちなどの状態、すなわちシフトポジションが「Ｄ（ドライブ）」に選択されているとともに車速がゼロの状態では、通常は燃費を抑制するためにエンジンは停止した状態となっている。このような故障状態で車両を発進させるためにエンジンを起動させる場合には、第２電動機に代わる反力発生方法として、伝達部材から駆動輪への動力伝達経路を動力伝達可能状態とすることで第３回転要素を変速部を介して駆動輪に連結することで反力を発生させることが考えられる。しかし、シフトポジションが「Ｄ」レンジに位置する状態では、シフトポジションが「Ｐ」レンジに位置する際に出力軸を機械的にロックさせる所謂Ｐレンジロックのようなロック機構が為されないため、第３回転要素が逆回転することで車両が逆走する可能性がある。   By the way, in the vehicle drive device as in Patent Document 1, when the second electric motor fails, the reaction force generated by the second electric motor connected to the third rotating element cannot be taken, and even if the first electric motor is driven, the first electric motor is driven. The third rotating element connected to the two electric motors is rotated in the reverse direction to make it impossible to start the engine. For example, when the vehicle is waiting for a signal, that is, when the shift position is selected as “D (drive)” and the vehicle speed is zero, the engine is normally stopped to suppress fuel consumption. When starting the engine in order to start the vehicle in such a failure state, as a reaction force generation method that replaces the second electric motor, the power transmission path from the transmission member to the drive wheels is made a power transmission enabled state. It is conceivable that the reaction force is generated by connecting the third rotating element to the driving wheel via the transmission unit. However, in the state where the shift position is in the “D” range, when the shift position is in the “P” range, a lock mechanism such as a so-called P range lock that mechanically locks the output shaft is not performed. There is a possibility that the vehicle will run backward due to the reverse rotation of the three-turn element.

本発明は、以上の事情を背景として為されたものであり、その目的とするところは、ハイブリッド車両のエンジン起動の際に反力を発生させる電動機が故障した場合でもエンジンの起動を安全に実施することができるハイブリッド車両のエンジン起動装置を提供することにある。   The present invention has been made against the background of the above circumstances, and the object of the present invention is to safely start the engine even when the motor that generates the reaction force breaks down when starting the engine of the hybrid vehicle. An object of the present invention is to provide an engine starting device for a hybrid vehicle.

上記目的を達成するための、請求項１にかかる発明の要旨とするところは、（ａ）エンジンに連結された第１回転要素と、第１電動機に連結された第２回転要素と、第２電動機および伝達部材に常時動力伝達可能に連結された出力軸である第３回転要素とを、有してそのエンジンの出力を第１電動機およびその伝達部材へ分配する差動機構を備え電気的な差動装置として作動する差動部と、その差動部の出力軸と駆動輪との間に直列的に設けられて複数の係合装置の選択的な作動に従って複数の変速段を成立させる変速部と、を備えるハイブリッド車両のエンジン起動装置であって、（ｂ）前記変速部内に設けられた一方向クラッチを介して非回転部材に連結されることによって逆回転不能な回転部材が設けられており、（ｃ）前記第２電動機が故障した際には、前記係合装置を係合させて前記差動部の出力軸を前記逆回転不能な回転部材に直接または間接的に連結させて逆転不能状態とし、前記第１電動機により前記エンジンを駆動させるエンジン起動制御手段を含むことを特徴とする。 To achieve the above object, and has as subject matter of the invention according to claim 1, a first rotary element connected to the (a) an engine, a second rotary element connected to the first electric motor, a second And a third rotating element that is an output shaft connected to the electric motor and the transmission member so as to be able to transmit power at all times, and includes a differential mechanism that distributes the engine output to the first electric motor and the transmission member. A differential unit that operates as a differential unit, and a shift that is provided in series between an output shaft of the differential unit and a drive wheel and that establishes a plurality of shift stages according to selective operation of a plurality of engagement devices. And (b) a rotating member that is non-rotatable by being connected to a non-rotating member via a one-way clutch provided in the transmission unit. (C) the second electric motor When but failed, the engagement of the coupling device to engage the reverse disabled state directly or indirectly by connecting the output shaft to the opposite non-rotatable rotary member of the differential portion, by said first electric motor Engine starting control means for driving the engine is included.

また、請求項２にかかる発明の要旨とするところは、請求項１のハイブリッド車両のエンジン起動装置において、前記エンジン起動制御手段は、前記係合装置を係合させて、前記差動部の出力軸を前記逆回転不能な回転部材に直接連結させて逆転不能状態とするものであることを特徴とする。 The gist of the invention according to claim 2 is that, in the engine starting device of the hybrid vehicle according to claim 1, the engine starting control means engages the engaging device to output the differential unit. the shaft is directly connected to the reverse rotation non rotating member characterized in that it is a to shall and reverse disabled state.

また、請求項３にかかる発明の要旨とするところは、請求項１のハイブリッド車両のエンジン起動装置において、前記係合装置は、所定の回転部材の回転を制御するブレーキを含み、前記エンジン起動制御手段は、前記ブレーキを係合することで逆回転不能となる他の回転部材を形成し、前記差動部の出力軸を該他の回転部材に連結させて逆転不能状態とするものであることを特徴とする。 According to a third aspect of the present invention, there is provided the engine starting device for a hybrid vehicle according to the first aspect, wherein the engagement device includes a brake for controlling rotation of a predetermined rotating member, and the engine starting control is performed. means the form of the other rotary member to be reversed unrotatable by engaging the brake, is reversed impossible state and be shall an output shaft of the differential portion by connecting to the another rotary member It is characterized by that.

また、請求項４にかかる発明の要旨とするところは、請求項１乃至３のハイブリッド車両のエンジン起動装置において、前記エンジン起動制御手段は、前記第２電動機の故障が判定され、車速が所定値以下であり、前記エンジンの起動が要求され、前記シフトレバーが走行位置にあることに基づいて前記係合装置を係合させて、前記第１電動機を駆動させるものであることを特徴とする。   According to a fourth aspect of the present invention, in the engine starter for a hybrid vehicle according to any one of the first to third aspects, the engine start control means determines that the second electric motor has failed, and the vehicle speed is a predetermined value. In the following, the start of the engine is requested, and the engagement device is engaged based on the fact that the shift lever is in the traveling position, thereby driving the first electric motor.

請求項１にかかる発明のハイブリッド車両のエンジン起動装置によれば、第１電動機を駆動させてエンジンを起動させる際に反力を発生させるべき第２電動機が故障しても、前記係合装置を好適に係合させることで、前記差動部の出力軸である前記第３回転要素を前記逆回転不能な回転部材に直接または間接的に連結させることで、第３回転要素を固定すなわち反力を発生させることができる。これにより、車両のシフト位置が「Ｄ」レンジであっても車両が逆走する危険もなく、エンジンを起動させることができる。

According to the engine starting device for a hybrid vehicle of the first aspect of the present invention, even if the second motor that should generate a reaction force when the first motor is driven to start the engine fails, the engaging device is By suitably engaging, the third rotating element, which is the output shaft of the differential portion, is directly or indirectly connected to the rotating member that cannot rotate in reverse, thereby fixing the third rotating element, that is, the reaction force Can be generated. Thereby, even if the shift position of the vehicle is in the “D” range, the engine can be started without the danger of the vehicle running backward.

また、請求項２にかかる発明のハイブリッド車両のエンジン起動装置によれば、前記係合装置を係合させて、前記伝達部材を前記逆回転不能な回転部材に直接連結させることで、他の回転要素の回転を制限するなどの必要なく、第３回転要素において反力を発生させることができ、エンジンを起動させることが可能となる。   According to the engine starting device for a hybrid vehicle of the invention according to claim 2, the engaging device is engaged, and the transmission member is directly connected to the rotating member that cannot be reversely rotated. The reaction force can be generated in the third rotating element without the necessity of limiting the rotation of the element, and the engine can be started.

また、請求項３にかかる発明のハイブリッド車両のエンジン起動装置によれば、前記ブレーキを係合することで逆回転不能となる他の回転部材を形成し、前記伝達部材をその他の回転部材に連結させることで、第３回転要素において反力を発生させることができ、エンジンを起動させることが可能となる。   According to the engine starter for a hybrid vehicle of the invention according to claim 3, another rotating member that cannot be reversely rotated by engaging the brake is formed, and the transmission member is connected to the other rotating member. By doing so, a reaction force can be generated in the third rotating element, and the engine can be started.

また、請求項４にかかる発明のハイブリッド車両のエンジン起動装置によれば、エンジン起動制御手段は、前記第２電動機の故障が判定され、車速が所定値以下であり、前記エンジンの起動が要求され、前記シフトレバーが走行位置にあることに基づいて前記係合装置を係合させて、前記第１電動機を駆動させるものであるため、第２電動機故障の際にはエンジンを安全に起動させることができる。   According to the engine starter for a hybrid vehicle of the invention according to claim 4, the engine start control means determines that the second electric motor has failed, the vehicle speed is equal to or lower than a predetermined value, and the engine start is requested. Since the engagement device is engaged based on the fact that the shift lever is in the traveling position and the first electric motor is driven, the engine can be started safely when the second electric motor fails. Can do.

以下、本発明の実施例を図面を参照しつつ詳細に説明する。   Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

図１は、本発明が適用されたハイブリッド車両の駆動装置の一部を構成する変速機構１０を説明する骨子図である。図１において、変速機構１０は車体に取り付けられる非回転部材としてのトランスミッションケース１２（以下、ケース１２という）内において共通の軸心上に配設された入力回転部材としての入力軸１４と、この入力軸１４に直接或いは図示しない脈動吸収ダンパー（振動減衰装置）などを介して間接的に連結された無段変速部としての差動部１１と、その差動部１１から駆動輪３４（図６参照）への動力伝達経路で伝達部材１８を介して直列に連結されている動力伝達部としての自動変速部２０と、この自動変速部２０に連結されている出力回転部材としての出力軸２２とを直列に備えている。この変速機構１０は、例えば車両において縦置きされるＦＲ（フロントエンジン・リヤドライブ）型車両に好適に用いられるものであり、入力軸１４に直接に或いは図示しない脈動吸収ダンパーを介して直接的に連結された走行用の駆動源として例えばガソリンエンジンやディーゼルエンジン等の内燃機関であるエンジン８と一対の駆動輪３４（図６参照）との間に設けられて、エンジン８からの動力を動力伝達経路の一部を構成する差動歯車装置（終減速機）３２（図６参照）および一対の車軸等を順次介して一対の駆動輪３４へ伝達する。なお、本実施例のトランスミッションケース１２（ケース１２）が、本発明の非回転部材に対応しており、自動変速部２０が、本発明の変速部に対応している。   FIG. 1 is a skeleton diagram illustrating a speed change mechanism 10 that constitutes a part of a drive device for a hybrid vehicle to which the present invention is applied. In FIG. 1, a transmission mechanism 10 includes an input shaft 14 as an input rotation member disposed on a common axis in a transmission case 12 (hereinafter referred to as case 12) as a non-rotation member attached to a vehicle body, A differential unit 11 as a continuously variable transmission unit directly connected to the input shaft 14 or indirectly through a pulsation absorbing damper (vibration damping device) (not shown), and the differential unit 11 to drive wheels 34 (FIG. 6). An automatic transmission unit 20 as a power transmission unit connected in series via a transmission member 18 in a power transmission path to a reference), and an output shaft 22 as an output rotation member connected to the automatic transmission unit 20 Are provided in series. The speed change mechanism 10 is preferably used in, for example, an FR (front engine / rear drive) type vehicle vertically installed in a vehicle, and directly to the input shaft 14 or directly via a pulsation absorbing damper (not shown). As a connected driving source for traveling, for example, an engine 8 which is an internal combustion engine such as a gasoline engine or a diesel engine is provided between a pair of driving wheels 34 (see FIG. 6), and power from the engine 8 is transmitted. The differential gear device (final reduction gear) 32 (see FIG. 6) and a pair of axles that constitute a part of the path are sequentially transmitted to the pair of drive wheels 34. The transmission case 12 (case 12) of this embodiment corresponds to the non-rotating member of the present invention, and the automatic transmission unit 20 corresponds to the transmission unit of the present invention.

このように、本実施例の変速機構１０においては、エンジン８と差動部１１とは直結されている。この直結にはトルクコンバータやフルードカップリング等の流体式伝動装置を介すことなく連結されているということであり、例えば上記脈動吸収ダンパーなどを介する連結はこの直結に含まれる。   Thus, in the transmission mechanism 10 of the present embodiment, the engine 8 and the differential unit 11 are directly connected. This direct connection means that the connection is made without passing through a hydraulic power transmission device such as a torque converter or a fluid coupling. For example, the connection via the pulsation absorbing damper is included in this direct connection.

差動部１１は、第１電動機Ｍ１と、入力軸１４に連結されたエンジン８の出力を機械的に分配する機械的機構であってエンジン８の出力を第１電動機Ｍ１および伝達部材１８に分配する差動機構としての動力分配機構１６と、伝達部材１８と一体的に回転するように作動的に連結されている第２電動機Ｍ２とを備えている。本実施例の第１電動機Ｍ１および第２電動機Ｍ２は発電機能をも有する所謂モータジェネレータであるが、第１電動機Ｍ１は反力を発生させるためのジェネレータ（発電）機能を少なくとも備え、第２電動機Ｍ２は走行用の駆動源として駆動力を出力するためのモータ（電動機）機能を少なくとも備えている。なお、本実施例の動力分配機構１６が、本発明の差動部に対応している。   The differential unit 11 is a mechanical mechanism that mechanically distributes the output of the engine 8 connected to the first electric motor M1 and the input shaft 14, and distributes the output of the engine 8 to the first electric motor M1 and the transmission member 18. A power distribution mechanism 16 serving as a differential mechanism, and a second electric motor M2 that is operatively connected to rotate integrally with the transmission member 18. The first electric motor M1 and the second electric motor M2 of the present embodiment are so-called motor generators that also have a power generation function, but the first electric motor M1 has at least a generator (power generation) function for generating a reaction force, and the second electric motor. M2 has at least a motor (electric motor) function for outputting driving force as a driving source for traveling. Note that the power distribution mechanism 16 of this embodiment corresponds to the differential section of the present invention.

動力分配機構１６は、所定のギヤ比ρ１を有するシングルピニオン型の第１遊星歯車装置２４を主体として構成されている。この第１遊星歯車装置２４は、第１サンギヤＳ１、第１遊星歯車Ｐ１、その第１遊星歯車Ｐ１を自転および公転可能に支持する第１キャリヤＣＡ１、第１遊星歯車Ｐ１を介して第１サンギヤＳ１と噛み合う第１リングギヤＲ１を回転要素として備えている。なお、第１サンギヤＳ１の歯数をＺＳ１、第１リングギヤＲ１の歯数をＺＲ１とすると、上記ギヤ比ρ１はＺＳ１／ＺＲ１である。   The power distribution mechanism 16 is mainly configured by a single pinion type first planetary gear device 24 having a predetermined gear ratio ρ1. The first planetary gear unit 24 includes a first sun gear S1, a first planetary gear P1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first sun gear via the first planetary gear P1. A first ring gear R1 meshing with S1 is provided as a rotating element. When the number of teeth of the first sun gear S1 is ZS1 and the number of teeth of the first ring gear R1 is ZR1, the gear ratio ρ1 is ZS1 / ZR1.

この動力分配機構１６においては、第１キャリヤＣＡ１は入力軸１４すなわちエンジン８に連結されて第１回転要素ＲＥ１を構成し、第１サンギヤＳ１は第１電動機Ｍ１に連結されて第２回転要素ＲＥ２を構成し、第１リングギヤＲ１は伝達部材１８に連結されて第３回転要素ＲＥ３を構成している。このように構成された動力分配機構１６は、第１遊星歯車装置２４の３要素である第１サンギヤＳ１、第１キャリヤＣＡ１、第１リングギヤＲ１がそれぞれ相互に相対回転可能とされて差動作用が作動可能すなわち差動作用が働く差動状態とされることから、エンジン８の出力が第１電動機Ｍ１と伝達部材１８に分配されると共に、分配されたエンジン８の出力の一部で第１電動機Ｍ１から発生させられた電気エネルギで蓄電されたり第２電動機Ｍ２が回転駆動されるので、差動部１１（動力分配機構１６）は電気的な差動装置として機能させられて例えば差動部１１は所謂無段変速状態とされて、エンジン８の所定回転に拘わらず伝達部材１８の回転が連続的に変化させられる。すなわち、差動部１１はその変速比γ０（入力軸１４の回転速度ＮＩＮ／伝達部材１８の回転速度Ｎ１８）が最小値γ０minから最大値γ０maxまで連続的に変化させられる電気的な無段変速機として機能する。 In this power distribution mechanism 16, the first carrier CA1 is connected to the input shaft 14, that is, the engine 8 to form the first rotating element RE1, and the first sun gear S1 is connected to the first electric motor M1 to be the second rotating element RE2. The first ring gear R1 is connected to the transmission member 18 to form a third rotating element RE3. In the power distribution mechanism 16 configured as described above, the first sun gear S1, the first carrier CA1, and the first ring gear R1, which are the three elements of the first planetary gear device 24, can be rotated relative to each other, so that a differential action is achieved. Therefore, the output of the engine 8 is distributed to the first electric motor M1 and the transmission member 18, and the first part of the distributed output of the engine 8 is the first. Since the electric energy generated from the electric motor M1 is stored or the second electric motor M2 is rotationally driven, the differential unit 11 (power distribution mechanism 16) is caused to function as an electrical differential device, for example, the differential unit. 11 is a so-called continuously variable transmission state, and the rotation of the transmission member 18 is continuously changed regardless of the predetermined rotation of the engine 8. That is, the differential unit 11 is an electrically stepless variable gear whose ratio γ0 (the rotational speed N IN of the input shaft 14 / the rotational speed N 18 of the transmission member 18 ) is continuously changed from the minimum value γ0min to the maximum value γ0max. It functions as a transmission.

自動変速部２０は、伝達部材１８から駆動輪３４への動力伝達経路に設けられており、シングルピニオン型の第２遊星歯車装置２６、シングルピニオン型の第３遊星歯車装置２８を備え、有段式の自動変速機として機能する遊星歯車式の多段変速機である。第２遊星歯車装置２６は、第２サンギヤＳ２、第２遊星歯車Ｐ２、その第２遊星歯車Ｐ２を自転および公転可能に支持する第２キャリヤＣＡ２、第２遊星歯車Ｐ２を介して第２サンギヤＳ２と噛み合う第２リングギヤＲ２を備えており、所定のギヤ比ρ２を有している。第３遊星歯車装置２８は、第３サンギヤＳ３、第３遊星歯車Ｐ３、その第３遊星歯車Ｐ３を自転および公転可能に支持する第３キャリヤＣＡ３、第３遊星歯車Ｐ３を介して第３サンギヤＳ３と噛み合う第３リングギヤＲ３を備えており、所定のギヤ比ρ３を有している。第２サンギヤＳ２の歯数をＺＳ２、第２リングギヤＲ２の歯数をＺＲ２、第３サンギヤＳ３の歯数をＺＳ３、第３リングギヤＲ３の歯数をＺＲ３とすると、上記ギヤ比ρ２はＺＳ２／ＺＲ２、上記ギヤ比ρ３はＺＳ３／ＺＲ３である。   The automatic transmission unit 20 is provided in a power transmission path from the transmission member 18 to the drive wheel 34, and includes a single pinion type second planetary gear unit 26 and a single pinion type third planetary gear unit 28, and is stepped. It is a planetary gear type multi-stage transmission that functions as an automatic transmission of the type. The second planetary gear unit 26 includes a second sun gear S2 via a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2. A second ring gear R2 that meshes with the second gear R2 and has a predetermined gear ratio ρ2. The third planetary gear device 28 includes a third sun gear S3, a third planetary gear P3, a third carrier CA3 that supports the third planetary gear P3 so as to rotate and revolve, and a third sun gear S3 via the third planetary gear P3. Is provided with a third ring gear R3 that meshes with the first gear ratio ρ3. When the number of teeth of the second sun gear S2 is ZS2, the number of teeth of the second ring gear R2 is ZR2, the number of teeth of the third sun gear S3 is ZS3, and the number of teeth of the third ring gear R3 is ZR3, the gear ratio ρ2 is ZS2 / ZR2. The gear ratio ρ3 is ZS3 / ZR3.

自動変速部２０では、第２サンギヤＳ２は第３クラッチＣ３を介して伝達部材１８に連結されると共に第１ブレーキＢ１を介してケース１２に選択的に連結され、第２キャリヤＣＡ２と第３リングギヤＲ３とが一体的に連結されて第２クラッチＣ２を介して伝達部材１８に連結されると共に第２ブレーキＢ２を介してケース１２に選択的に連結され、第２リングギヤＲ２と第３キャリヤＣＡ３とが一体的に連結されて出力軸２２に連結され、第３サンギヤＳ３が第１クラッチＣ１を介して伝達部材１８に選択的に連結されている。さらに第２キャリヤＣＡ２と第３リングギヤＲ３とは一方向クラッチＦを介して非回転部材であるケース１２に連結されてエンジン８と同方向の回転が許容され逆方向の回転が禁止されている。これにより、第２キャリヤＣＡ２および第３リングギヤＲ３は、逆回転不能な回転部材として機能する。   In the automatic transmission 20, the second sun gear S2 is connected to the transmission member 18 via the third clutch C3 and is selectively connected to the case 12 via the first brake B1, and the second carrier CA2 and the third ring gear are connected. R3 is integrally connected to the transmission member 18 via the second clutch C2, and is selectively connected to the case 12 via the second brake B2, and the second ring gear R2, the third carrier CA3, Are integrally connected to the output shaft 22, and the third sun gear S3 is selectively connected to the transmission member 18 via the first clutch C1. Further, the second carrier CA2 and the third ring gear R3 are connected to a case 12 that is a non-rotating member via a one-way clutch F, and are allowed to rotate in the same direction as the engine 8 and are prohibited from rotating in the reverse direction. As a result, the second carrier CA2 and the third ring gear R3 function as rotating members that cannot rotate in reverse.

また、この自動変速部２０は、解放側係合装置の解放と係合側係合装置の係合とによりクラッチツウクラッチ変速が実行されて複数のギヤ段（変速段）が選択的に成立させられることにより、略等比的に変化する変速比γ（＝伝達部材１８の回転速度Ｎ１８／出力軸２２の回転速度ＮＯＵＴ）が各ギヤ段毎に得られる。例えば、図２の係合作動表に示されるように、第１クラッチＣ１の係合および一方向クラッチＦにより第１速ギヤ段が成立させられ、第１クラッチＣ１および第１ブレーキＢ１の係合により第２速ギヤ速段が成立させられ、第１クラッチＣ１および第２クラッチＣ２の係合により第３速ギヤ段が成立させられ、第２クラッチＣ２および第１ブレーキＢ１の係合により第４速ギヤ段が成立させられ、第３クラッチＣ３および第２ブレーキＢ２の係合により後進ギヤ段が成立させられる。また、第１クラッチＣ１、第２クラッチＣ２、第３クラッチＣ３、第１ブレーキＢ１、および第２ブレーキＢ２の解放によりニュートラル「Ｎ」状態とされる。また、第１速ギヤ段のエンジンブレーキの際には、第２ブレーキＢ２が係合させられる。 In addition, the automatic transmission unit 20 performs clutch-to-clutch shift by releasing the disengagement side engagement device and engaging the engagement side engagement device, and selectively establishes a plurality of gear stages (shift stages). As a result, a transmission gear ratio γ (= rotational speed N 18 of the transmission member 18 / rotational speed N OUT of the output shaft 22) that changes substantially in a ratio is obtained for each gear stage. For example, as shown in the engagement operation table of FIG. 2, the first gear is established by the engagement of the first clutch C1 and the one-way clutch F, and the engagement of the first clutch C1 and the first brake B1. To establish the second gear stage, the third gear stage is established by the engagement of the first clutch C1 and the second clutch C2, and the fourth speed stage is established by the engagement of the second clutch C2 and the first brake B1. The speed gear stage is established, and the reverse gear stage is established by engagement of the third clutch C3 and the second brake B2. Further, the neutral "N" state is established by releasing the first clutch C1, the second clutch C2, the third clutch C3, the first brake B1, and the second brake B2. In addition, the second brake B2 is engaged during the engine braking of the first gear.

このように、自動変速部２０内の動力伝達経路は、第１クラッチＣ１、第２クラッチＣ２、第３クラッチＣ３、第１ブレーキＢ１、および第２ブレーキＢ２の係合と解放との作動の組合せにより、その動力伝達経路の動力伝達を可能とする動力伝達可能状態と、動力伝達を遮断する動力伝達遮断状態との間で切り換えられる。つまり、第１速ギヤ段乃至第４速ギヤ段および後進ギヤ段の何れかが成立させられることで上記動力伝達経路が動力伝達可能状態とされ、何れのギヤ段も成立させられないことで例えばニュートラル「Ｎ」状態が成立させられることで上記動力伝達経路が動力伝達遮断状態とされる。   As described above, the power transmission path in the automatic transmission unit 20 is the combination of the engagement and release of the first clutch C1, the second clutch C2, the third clutch C3, the first brake B1, and the second brake B2. Thus, the state is switched between a power transmission enabling state that enables power transmission through the power transmission path and a power transmission cutoff state that interrupts power transmission. That is, when any one of the first to fourth gears and the reverse gear is established, the power transmission path is in a state capable of transmitting power, and none of the gears is established. When the neutral “N” state is established, the power transmission path is brought into a power transmission cutoff state.

前記第１クラッチＣ１、第２クラッチＣ２、第３クラッチＣ３、第１ブレーキＢ１、および第２ブレーキＢ２（以下、特に区別しない場合はクラッチＣ、ブレーキＢと表す）は、従来の車両用自動変速機においてよく用いられている係合要素としての油圧式摩擦係合装置であって、互いに重ねられた複数枚の摩擦板が油圧アクチュエータにより押圧される湿式多板型や、回転するドラムの外周面に巻き付けられた１本または２本のバンドの一端が油圧アクチュエータによって引き締められるバンドブレーキなどにより構成され、それが介挿されている両側の部材を選択的に連結するためのものである。なお、本実施例のクラッチＣおよびブレーキＢが、本発明の係合装置に対応している。   The first clutch C1, the second clutch C2, the third clutch C3, the first brake B1, and the second brake B2 (hereinafter referred to as the clutch C and the brake B unless otherwise specified) are conventional automatic transmissions for vehicles. A hydraulic friction engagement device as an engagement element often used in a machine, and a wet multi-plate type in which a plurality of friction plates stacked on each other are pressed by a hydraulic actuator, or an outer peripheral surface of a rotating drum One end of one or two bands wound around is composed of a band brake or the like that is tightened by a hydraulic actuator, and is for selectively connecting the members on both sides of the band brake. Note that the clutch C and the brake B of this embodiment correspond to the engagement device of the present invention.

以上のように構成された変速機構１０において、無段変速機として機能する差動部１１と自動変速部２０とで無段変速機が構成される。また、差動部１１の変速比を一定となるように制御することにより、差動部１１と自動変速部２０とで有段変速機と同等の状態を構成することが可能とされる。   In the transmission mechanism 10 configured as described above, the differential unit 11 that functions as a continuously variable transmission and the automatic transmission unit 20 constitute a continuously variable transmission. Further, by controlling the gear ratio of the differential unit 11 to be constant, the differential unit 11 and the automatic transmission unit 20 can configure a state equivalent to a stepped transmission.

具体的には、差動部１１が無段変速機として機能し、且つ差動部１１に直列の自動変速部２０が有段変速機として機能することにより、自動変速部２０の少なくとも１つの変速段Ｍに対して自動変速部２０に入力される回転速度（以下、自動変速部２０の入力回転速度）すなわち伝達部材１８の回転速度（以下、伝達部材回転速度Ｎ１８）が無段的に変化させられてその変速段Ｍにおいて無段的な変速比幅が得られる。したがって、変速機構１０の総合変速比γＴ（＝入力軸１４の回転速度ＮＩＮ／出力軸２２の回転速度ＮＯＵＴ）が無段階に得られ、変速機構１０において無段変速機が構成される。この変速機構１０の総合変速比γＴは、差動部１１の変速比γ０と自動変速部２０の変速比γとに基づいて形成される変速機構１０全体としてのトータル変速比γＴである。 Specifically, the differential unit 11 functions as a continuously variable transmission, and the automatic transmission unit 20 in series with the differential unit 11 functions as a stepped transmission, whereby at least one shift of the automatic transmission unit 20 is performed. The rotational speed input to the automatic transmission unit 20 with respect to the stage M (hereinafter referred to as the input rotational speed of the automatic transmission unit 20), that is, the rotational speed of the transmission member 18 (hereinafter referred to as the transmission member rotational speed N 18 ) changes steplessly. As a result, a continuously variable gear ratio width is obtained at the gear stage M. Therefore, the overall speed ratio γT of the transmission mechanism 10 (= the rotational speed N IN of the input shaft 14 / the rotational speed N OUT of the output shaft 22) is obtained continuously, and the transmission mechanism 10 constitutes a continuously variable transmission. The overall speed ratio γT of the speed change mechanism 10 is a total speed ratio γT of the speed change mechanism 10 as a whole formed based on the speed ratio γ0 of the differential portion 11 and the speed ratio γ of the automatic speed change portion 20.

例えば、図２の係合作動表に示される自動変速部２０の第１速ギヤ段乃至第４速ギヤ段や後進ギヤ段の各ギヤ段に対し伝達部材回転速度Ｎ１８が無段的に変化させられて各ギヤ段は無段的な変速比幅が得られる。したがって、その各ギヤ段の間が無段的に連続変化可能な変速比となって、変速機構１０全体としてのトータル変速比γＴが無段階に得られる。 For example, first gear or transmission member rotational speed N 18 is continuously variable varying for each gear of the fourth gear and the reverse gear position of the automatic transmission portion 20 indicated in the table of FIG. 2 As a result, each gear stage has a continuously variable transmission ratio width. Therefore, the gear ratio between the gear stages can be continuously changed continuously, and the total gear ratio γT of the transmission mechanism 10 as a whole can be obtained continuously.

また、差動部１１の変速比が一定となるように制御され、且つクラッチＣおよびブレーキＢが選択的に係合作動させられて第１速ギヤ段乃至第４速ギヤ段のいずれか或いは後進ギヤ段（後進変速段）が選択的に成立させられることにより、略等比的に変化する変速機構１０のトータル変速比γＴが各ギヤ段毎に得られる。したがって、変速機構１０において有段変速機と同等の状態が構成される。   Further, the gear ratio of the differential unit 11 is controlled to be constant, and the clutch C and the brake B are selectively engaged and operated, so that one of the first gear to the fourth gear or the reverse drive By selectively establishing the gear stage (reverse gear stage), a total gear ratio γT of the transmission mechanism 10 that changes approximately in a ratio is obtained for each gear stage. Therefore, a state equivalent to the stepped transmission is configured in the transmission mechanism 10.

図３は、差動部１１と自動変速部２０とから構成される変速機構１０において、ギヤ段毎に連結状態が異なる各回転要素の回転速度の相対関係を直線上で表すことができる共線図を示している。この図３の共線図は、各遊星歯車装置２４、２６、２８のギヤ比ρの関係を示す横軸と、相対的回転速度を示す縦軸とから成る二次元座標であり、３本の横線のうちの下側の横線Ｘ１が回転速度零を示し、上側の横線Ｘ２が回転速度「１．０」すなわち入力軸１４に連結されたエンジン８の回転速度ＮＥを示し、Ｘ３が差動部１１から自動変速部２０に入力される後述する第３回転要素ＲＥ３の回転速度を示している。 FIG. 3 is a collinear diagram that can represent, on a straight line, the relative relationship between the rotational speeds of the rotating elements having different connection states for each gear stage in the speed change mechanism 10 including the differential portion 11 and the automatic speed change portion 20. The figure is shown. The collinear diagram of FIG. 3 is a two-dimensional coordinate composed of a horizontal axis indicating the relationship of the gear ratio ρ of each planetary gear unit 24, 26, and 28 and a vertical axis indicating the relative rotational speed. indicates horizontal line X1 rotation speed zero lower of horizontal lines, represents the rotational speed N E of the engine 8 upper horizontal line X2 is linked to the rotational speed of "1.0", that is the input shaft 14, X3 differential The rotational speed of the 3rd rotation element RE3 mentioned later inputted into the automatic transmission part 20 from the part 11 is shown.

また、差動部１１を構成する動力分配機構１６の３つの要素に対応する３本の縦線Ｙ１、Ｙ２、Ｙ３は、左側から順に第２回転要素ＲＥ２に対応する第１サンギヤＳ１、第１回転要素ＲＥ１に対応する第１キャリヤＣＡ１、第３回転要素ＲＥ３に対応する第１リングギヤＲ１の相対回転速度を示すものであり、それらの間隔は第１遊星歯車装置２４のギヤ比ρ１に応じて定められている。さらに、自動変速部２０の４本の縦線Ｙ４、Ｙ５、Ｙ６、Ｙ７は、左から順に、第４回転要素ＲＥ４に対応する第３サンギヤＳ３を、第５回転要素ＲＥ５に対応する相互に連結された第２リングギヤＲ２および第３キャリヤＣＡ３を、第６回転要素ＲＥ６に対応する相互に連結された第２キャリヤＣＡ２および第３リングギヤＲ３を、第７回転要素ＲＥ７に対応する第２サンギヤＳ２をそれぞれ表し、それらの間隔は第２、第３遊星歯車装置２６、２８のギヤ比ρ２、ρ３に応じてそれぞれ定められている。共線図の縦軸間の関係においてサンギヤとキャリヤとの間が「１」に対応する間隔とされるとキャリヤとリングギヤとの間が遊星歯車装置のギヤ比ρに対応する間隔とされる。すなわち、差動部１１では縦線Ｙ１とＹ２との縦線間が「１」に対応する間隔に設定され、縦線Ｙ２とＹ３との間隔はギヤ比ρ１に対応する間隔に設定される。また、自動変速部２０では各第２、第３遊星歯車装置２６、２８毎にそのサンギヤとキャリヤとの間が「１」に対応する間隔に設定され、キャリヤとリングギヤとの間がρに対応する間隔に設定される。   In addition, three vertical lines Y1, Y2, Y3 corresponding to the three elements of the power distribution mechanism 16 constituting the differential unit 11 are the first sun gear S1, the first corresponding to the second rotating element RE2 in order from the left side. The relative rotational speeds of the first carrier CA1 corresponding to the rotating element RE1 and the first ring gear R1 corresponding to the third rotating element RE3 are shown, and the distance between them corresponds to the gear ratio ρ1 of the first planetary gear unit 24. It has been established. Further, the four vertical lines Y4, Y5, Y6, and Y7 of the automatic transmission unit 20 connect the third sun gear S3 corresponding to the fourth rotation element RE4 to each other corresponding to the fifth rotation element RE5 in order from the left. The second ring gear R2 and the third carrier CA3 that are connected to each other, the second carrier CA2 and the third ring gear R3 that are connected to each other corresponding to the sixth rotation element RE6, and the second sun gear S2 that corresponds to the seventh rotation element RE7. The distance between them is determined according to the gear ratios ρ2 and ρ3 of the second and third planetary gear devices 26 and 28, respectively. In the relationship between the vertical axes of the nomogram, when the distance between the sun gear and the carrier is set to an interval corresponding to “1”, the interval between the carrier and the ring gear is set to an interval corresponding to the gear ratio ρ of the planetary gear device. That is, in the differential unit 11, the interval between the vertical lines Y1 and Y2 is set to an interval corresponding to “1”, and the interval between the vertical lines Y2 and Y3 is set to an interval corresponding to the gear ratio ρ1. In the automatic transmission unit 20, the interval between the sun gear and the carrier is set to correspond to “1” for each of the second and third planetary gear devices 26 and 28, and the interval between the carrier and the ring gear corresponds to ρ. Set to the interval to be

上記図３の共線図を用いて表現すれば、本実施例の変速機構１０は、動力分配機構１６（差動部１１）において、第１遊星歯車装置２４の第１回転要素ＲＥ１（第１キャリヤＣＡ１）が入力軸１４すなわちエンジン８に連結され、第２回転要素ＲＥ２が第１電動機Ｍ１に連結され、第３回転要素（第１リングギヤＲ１）ＲＥ３が伝達部材１８および第２電動機Ｍ２に連結されて、入力軸１４の回転を伝達部材１８を介して自動変速部２０へ伝達する（入力させる）ように構成されている。このとき、Ｙ２とＸ２の交点を通る斜めの直線Ｌ０により第１サンギヤＳ１の回転速度と第１リングギヤＲ１の回転速度との関係が示される。   If expressed using the collinear diagram of FIG. 3 described above, the speed change mechanism 10 of the present embodiment is configured such that the first rotating element RE1 (the first rotating element RE1) of the first planetary gear device 24 in the power distribution mechanism 16 (the differential unit 11). The carrier CA1) is connected to the input shaft 14, that is, the engine 8, the second rotating element RE2 is connected to the first electric motor M1, and the third rotating element (first ring gear R1) RE3 is connected to the transmission member 18 and the second electric motor M2. Thus, the rotation of the input shaft 14 is transmitted (inputted) to the automatic transmission unit 20 via the transmission member 18. At this time, the relationship between the rotational speed of the first sun gear S1 and the rotational speed of the first ring gear R1 is indicated by an oblique straight line L0 passing through the intersection of Y2 and X2.

例えば、差動部１１においては、第１回転要素ＲＥ１乃至第３回転要素ＲＥ３が相互に相対回転可能とされる差動状態とされており、直線Ｌ０と縦線Ｙ３との交点で示される第１リングギヤＲ１の回転速度が車速Ｖに拘束されて略一定である場合には、第１電動機Ｍ１の回転速度を制御することによって直線Ｌ０と縦線Ｙ１との交点で示される第１サンギヤＳ１の回転が上昇或いは下降させられると、直線Ｌ０と縦線Ｙ２との交点で示される第１キャリヤＣＡ１の回転速度すなわちエンジン回転速度ＮＥが上昇或いは下降させられる。 For example, in the differential section 11, the first rotation element RE1 to the third rotation element RE3 are in a differential state in which they can rotate relative to each other, and are indicated by the intersections of the straight line L0 and the vertical line Y3. When the rotational speed of the one ring gear R1 is constrained by the vehicle speed V, the rotational speed of the first electric motor M1 is controlled to control the rotational speed of the first sun gear S1 indicated by the intersection of the straight line L0 and the vertical line Y1. When the rotation is increased or decreased, the rotation speed of the first carrier CA1 indicated by the intersection of the straight line L0 and the vertical line Y2, that is, the engine rotation speed NE is increased or decreased.

また、差動部１１の変速比γ０が「１」に固定されるように第１電動機Ｍ１の回転速度を制御することによって第１サンギヤＳ１の回転がエンジン回転速度ＮＥと同じ回転とされると、直線Ｌ０は横線Ｘ２と一致させられ、エンジン回転速度ＮＥと同じ回転で第１リングギヤＲ１の回転速度すなわち伝達部材１８が回転させられる。或いは、差動部１１の変速比γ０が「１」より小さい値例えば０．７程度に固定されるように第１電動機Ｍ１の回転速度を制御することによって第１サンギヤＳ１の回転が零とされると、直線Ｌ０は図３に示す状態とされ、エンジン回転速度ＮＥよりも増速されて伝達部材１８が回転させられる。 Further, rotation of the first sun gear S1 is the same speed as the engine speed N E by controlling the rotational speed of the first electric motor M1 such speed ratio γ0 of the differential portion 11 is fixed to "1" When the straight line L0 is aligned with the horizontal line X2, the rotational speed, i.e., the power transmitting member 18 of the first ring gear R1 is rotated at the same rotation to the engine speed N E. Alternatively, the rotation of the first sun gear S1 is made zero by controlling the rotation speed of the first electric motor M1 so that the speed ratio γ0 of the differential unit 11 is fixed to a value smaller than “1”, for example, about 0.7. that the straight line L0 is the state shown in FIG. 3, it is higher than the engine speed N E and the power transmitting member 18 is rotated.

また、自動変速部２０において第４回転要素ＲＥ４は第１クラッチＣ１を介して伝達部材１８に選択的に連結され、第５回転要素ＲＥ５は出力軸２２に連結され、第６回転要素ＲＥ６は第２クラッチＣ２を介して伝達部材１８に選択的に連結されると共に第２ブレーキＢ２を介してケース１２に選択的に連結され、第７回転要素ＲＥ７は第３クラッチＣ３を介して伝達部材１８に選択的に連結されると共に第１ブレーキＢ１を介してケース１２に選択的に連結されている。   Further, in the automatic transmission unit 20, the fourth rotation element RE4 is selectively connected to the transmission member 18 via the first clutch C1, the fifth rotation element RE5 is connected to the output shaft 22, and the sixth rotation element RE6 is the sixth rotation element RE6. It is selectively connected to the transmission member 18 via the second clutch C2 and selectively connected to the case 12 via the second brake B2, and the seventh rotating element RE7 is connected to the transmission member 18 via the third clutch C3. It is selectively connected to the case 12 via the first brake B1.

自動変速部２０では、例えば差動部１１において第１電動機Ｍ１の回転速度を制御することによって第１サンギヤＳ１の回転速度を略零とすると、直線Ｌ０は図３に示す状態とされ、エンジン回転速度ＮＥよりも増速されて第３回転要素ＲＥ３に出力される。そして図３に示すように、第１クラッチＣ１と第２ブレーキＢ２とが係合させられることにより、第４回転要素ＲＥ４の回転速度を示す縦線Ｙ４と横線Ｘ３との交点と第６回転要素ＲＥ６の回転速度を示す縦線Ｙ６と横線Ｘ１との交点とを通る斜めの直線Ｌ１と、出力軸２２と連結された第５回転要素ＲＥ５の回転速度を示す縦線Ｙ５との交点で第１速の出力軸２２の回転速度が示される。同様に、第１クラッチＣ１と第１ブレーキＢ１とが係合させられることにより決まる斜めの直線Ｌ２と出力軸２２と連結された第５回転要素ＲＥ５の回転速度を示す縦線Ｙ５との交点で第２速の出力軸２２の回転速度が示され、第１クラッチＣ１と第２クラッチＣ２とが係合させられることにより決まる水平な直線Ｌ３と出力軸２２と連結された第５回転要素ＲＥ５の回転速度を示す縦線Ｙ５との交点で第３速の出力軸２２の回転速度が示され、第２クラッチＣ２と第１ブレーキＢ１とが係合させられることにより決まる斜めの直線Ｌ４と出力軸２２と連結された第５回転要素ＲＥ５の回転速度を示す縦線Ｙ５との交点で第４速の出力軸２２の回転速度が示される。 In the automatic transmission unit 20, for example, when the rotational speed of the first sun gear S1 is made substantially zero by controlling the rotational speed of the first electric motor M1 in the differential unit 11, the straight line L0 is brought into the state shown in FIG. is output to the third rotating element RE3 are speed higher than the speed N E. Then, as shown in FIG. 3, when the first clutch C1 and the second brake B2 are engaged, the intersection of the vertical line Y4 indicating the rotational speed of the fourth rotating element RE4 and the horizontal line X3 and the sixth rotating element A first intersection at an oblique line L1 passing through the intersection of the vertical line Y6 indicating the rotational speed of RE6 and the horizontal line X1 and a vertical line Y5 indicating the rotational speed of the fifth rotational element RE5 connected to the output shaft 22 is the first. The rotational speed of the high-speed output shaft 22 is shown. Similarly, at an intersection of an oblique straight line L2 determined by engaging the first clutch C1 and the first brake B1, and a vertical line Y5 indicating the rotational speed of the fifth rotating element RE5 connected to the output shaft 22. The rotational speed of the output shaft 22 of the second speed is shown, and the horizontal straight line L3 determined by engaging the first clutch C1 and the second clutch C2 and the fifth rotational element RE5 connected to the output shaft 22 The rotation speed of the output shaft 22 at the third speed is indicated by the intersection with the vertical line Y5 indicating the rotation speed, and the oblique straight line L4 and the output shaft determined by engaging the second clutch C2 and the first brake B1. The rotation speed of the output shaft 22 of the fourth speed is indicated by the intersection with the vertical line Y5 indicating the rotation speed of the fifth rotation element RE5 connected to the motor 22.

図４は、本実施例の変速機構１０を制御するための電子制御装置１００に入力される信号及びその電子制御装置１００から出力される信号を例示している。この電子制御装置１００は、ＣＰＵ、ＲＯＭ、ＲＡＭ、及び入出力インターフェースなどから成る所謂マイクロコンピュータを含んで構成されており、ＲＡＭの一時記憶機能を利用しつつＲＯＭに予め記憶されたプログラムに従って信号処理を行うことによりエンジン８、第１、第２電動機Ｍ１、Ｍ２に関するハイブリッド駆動制御、自動変速部２０の変速制御等の駆動制御を実行するものである。   FIG. 4 illustrates a signal input to the electronic control device 100 for controlling the speed change mechanism 10 of this embodiment and a signal output from the electronic control device 100. The electronic control device 100 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing according to a program stored in the ROM in advance while using a temporary storage function of the RAM. By performing the above, drive control such as hybrid drive control for the engine 8, the first and second electric motors M1, M2 and the shift control of the automatic transmission unit 20 is executed.

電子制御装置１００には、図４に示すような各センサやスイッチなどから、エンジン水温ＴＥＭＰＷを表す信号、シフトレバー５２（図５参照）のシフトポジションＰＳＨや「Ｍ」ポジションにおける操作回数等を表す信号、エンジン８の回転速度であるエンジン回転速度ＮＥを表す信号、ギヤ比列設定値を表す信号、Ｍモード（手動変速走行モード）を指令する信号、エアコンの作動状態A/Cを表す信号、出力軸２２の回転速度（以下、出力軸回転速度）ＮＯＵＴに対応する車速Ｖを表す信号、自動変速部２０の作動油温ＴＯＩＬを表す信号、サイドブレーキ操作を表す信号、フットブレーキ操作を表す信号、触媒温度を表す信号、運転者の出力要求量に対応するアクセルペダルの操作量であるアクセル開度Ａccを表す信号、カム角を表す信号、スノーモード設定を表す信号、車両の前後加速度Ｇを表す信号、オートクルーズ走行を表す信号、車両の重量（車重）を表す信号、各車輪の車輪速を表す信号、第１電動機Ｍ１の回転速度ＮＭ１（以下、第１電動機回転速度ＮＭ１という）を表す信号、第２電動機Ｍ２の回転速度ＮＭ２（以下、第２電動機回転速度ＮＭ２という）を表す信号、蓄電装置５６（図６参照）の充電容量（充電状態）ＳＯＣを表す信号などが、それぞれ供給される。 The electronic control device 100 includes a signal indicating the engine water temperature TEMP W , a shift position P SH of the shift lever 52 (see FIG. 5), the number of operations at the “M” position, etc. from each sensor and switch as shown in FIG. signal representing the signal indicative of engine rotational speed N E is the rotational speed of the engine 8, a signal representative of the gear ratio sequence set value, a signal for commanding the M mode (manual shift running mode), the operation state a / C air conditioner A signal representing a rotational speed of the output shaft 22 (hereinafter, output shaft rotational speed) N OUT , a signal representing the hydraulic oil temperature T OIL of the automatic transmission unit 20, a signal representing a side brake operation, a foot A signal representing the brake operation, a signal representing the catalyst temperature, a signal representing the accelerator opening Acc which is the operation amount of the accelerator pedal corresponding to the driver's required output amount, and the cam angle Signal, snow mode setting signal, vehicle longitudinal acceleration G signal, auto cruise traveling signal, vehicle weight (vehicle weight) signal, wheel speed of each wheel, first motor M1 A signal representing a rotation speed N M1 (hereinafter referred to as a first motor rotation speed N M1 ), a signal representing a rotation speed N M2 (hereinafter referred to as a second motor rotation speed N M2 ) of the second motor M2 , and a power storage device 56 (FIG. 6), a signal indicating the charging capacity (charging state) SOC is supplied.

また、上記電子制御装置１００からは、エンジン出力を制御するエンジン出力制御装置５８（図６参照）への制御信号例えばエンジン８の吸気管６０に備えられた電子スロットル弁６２のスロットル弁開度θＴＨを操作するスロットルアクチュエータ６４への駆動信号や燃料噴射装置６６による吸気管６０或いはエンジン８の筒内への燃料供給量を制御する燃料供給量信号や点火装置６８によるエンジン８の点火時期を指令する点火信号、過給圧を調整するための過給圧調整信号、電動エアコンを作動させるための電動エアコン駆動信号、電動機Ｍ１およびＭ２の作動を指令する指令信号、シフトインジケータを作動させるためのシフトポジション（操作位置）表示信号、ギヤ比を表示させるためのギヤ比表示信号、スノーモードであることを表示させるためのスノーモード表示信号、制動時の車輪のスリップを防止するＡＢＳアクチュエータを作動させるためのＡＢＳ作動信号、Ｍモードが選択されていることを表示させるＭモード表示信号、差動部１１や自動変速部２０の油圧式摩擦係合装置の油圧アクチュエータを制御するために油圧制御回路７０（図６参照）に含まれる電磁弁（リニアソレノイドバルブ）を作動させるバルブ指令信号、この油圧制御回路７０に設けられたレギュレータバルブ（調圧弁）によりライン油圧ＰＬを調圧するための信号、そのライン油圧ＰＬが調圧されるための元圧の油圧源である電動油圧ポンプを作動させるための駆動指令信号、電動ヒータを駆動するための信号、クルーズコントロール制御用コンピュータへの信号、パーキングロック駆動モータを駆動するための信号等が、それぞれ出力される。 Further, a control signal from the electronic control device 100 to an engine output control device 58 (see FIG. 6) for controlling the engine output, for example, a throttle valve opening θ of an electronic throttle valve 62 provided in the intake pipe 60 of the engine 8. Commands a drive signal to the throttle actuator 64 for operating TH , a fuel supply amount signal for controlling the fuel supply amount to the intake pipe 60 or the cylinder of the engine 8 by the fuel injection device 66, and an ignition timing of the engine 8 by the ignition device 68 Ignition signal for adjusting, supercharging pressure adjusting signal for adjusting supercharging pressure, electric air conditioner driving signal for operating electric air conditioner, command signal for instructing operation of electric motors M1 and M2, shift for operating shift indicator Position (operation position) display signal, gear ratio display signal to display gear ratio, snow mode A snow mode display signal for display, an ABS operation signal for operating an ABS actuator that prevents slipping of the wheel during braking, an M mode display signal for displaying that the M mode is selected, a differential unit 11 A valve command signal for operating an electromagnetic valve (linear solenoid valve) included in the hydraulic control circuit 70 (see FIG. 6) in order to control the hydraulic actuator of the hydraulic friction engagement device of the automatic transmission unit 20, the hydraulic control circuit 70 signal for applying regulates the line pressure P L by a regulator valve (pressure regulating valve) provided in the drive for operating an electric hydraulic pump serving as a hydraulic pressure source of the original pressure for the line pressure P L is pressure adjusted Command signal, signal to drive electric heater, signal to cruise control computer, parking lock drive A signal for driving the motor is output.

図５は複数種類のシフトポジションＰＳＨを人為的操作により切り換える切換装置としてのシフト操作装置５０の一例を示す図である。このシフト操作装置５０は、例えば運転席の横に配設され、複数種類のシフトポジションＰＳＨを選択するために操作されるシフトレバー５２を備えている。 FIG. 5 is a diagram showing an example of a shift operation device 50 as a switching device for switching a plurality of types of shift positions PSH by an artificial operation. The shift operation device 50 includes, for example, a shift lever 52 that is disposed beside the driver's seat and is operated to select a plurality of types of shift positions PSH .

そのシフトレバー５２は、変速機構１０内つまり自動変速部２０内の動力伝達経路が遮断されたニュートラル状態すなわち中立状態とし且つ自動変速部２０の出力軸２２を回転不能に固定する（すなわちロックする）ための駐車ポジション「Ｐ（パーキング）」、後進走行のための後進走行ポジション「Ｒ（リバース）」、変速機構１０内の動力伝達経路が遮断された中立状態とするための中立ポジション「Ｎ（ニュートラル）」、自動変速モードを成立させて差動部１１の無段的な変速比幅と自動変速部２０の第１速ギヤ段乃至第４速ギヤ段の範囲で自動変速制御される各ギヤ段とで得られる変速機構１０の変速可能なトータル変速比γＴの変化範囲内で自動変速制御を実行させる前進自動変速走行ポジション「Ｄ（ドライブ）」、または手動変速走行モード（手動モード）を成立させて自動変速部２０における高速側の変速段を制限する所謂変速レンジを設定するための前進手動変速走行ポジション「Ｍ（マニュアル）」へ手動操作されるように設けられている。また、この「Ｍ」ポジションにおいては、変速レンジを切り換えることにより減速度を設定することが可能であることから、このシフト操作装置５０は減速度操作装置として機能させられる。   The shift lever 52 is in a neutral state, that is, a neutral state in which the power transmission path in the transmission mechanism 10, that is, the automatic transmission unit 20 is interrupted, and fixes (that is, locks) the output shaft 22 of the automatic transmission unit 20 so as not to rotate. The parking position “P (parking)” for the reverse travel, the reverse travel position “R (reverse)” for the reverse travel, and the neutral position “N (neutral) for the neutral state where the power transmission path in the transmission mechanism 10 is interrupted. ) ”, Each gear stage in which the automatic transmission mode is established and automatic transmission control is performed within the range of the continuously variable transmission ratio width of the differential unit 11 and the first to fourth gear stages of the automatic transmission unit 20 The forward automatic shift travel position “D (drive)” for executing the automatic shift control within the change range of the shiftable total speed ratio γT of the speed change mechanism 10 obtained by It is manually operated to a forward manual shift travel position “M (manual)” for setting a so-called shift range that establishes a dynamic shift travel mode (manual mode) and restricts a high-speed shift stage in the automatic transmission unit 20. Is provided. Further, at this “M” position, since it is possible to set the deceleration by switching the shift range, the shift operating device 50 is caused to function as a deceleration operating device.

上記シフトレバー５２の各シフトポジションＰＳＨへの手動操作に連動して図２の係合作動表に示す後進ギヤ段「Ｒ」、ニュートラル「Ｎ」、前進ギヤ段「Ｄ」における各変速段等が成立するように、例えば電気制御により変速機構１０の動力伝達状態を切り替える所謂シフトバイワイヤシステムによって油圧制御回路が電気的に切り換えられる。 The reverse gear "R" shown in the engagement operation table of FIG 2 in conjunction with the manual operation of the various shift positions P SH of the shift lever 52, the neutral "N", the shift speed in forward gear "D" etc. For example, the hydraulic control circuit is electrically switched by a so-called shift-by-wire system that switches the power transmission state of the speed change mechanism 10 by electrical control, for example.

上記「Ｐ」乃至「Ｍ」ポジションに示す各シフトポジションＰＳＨにおいて、「Ｐ」ポジションおよび「Ｎ」ポジションは、車両を走行させないときに選択される非走行ポジションであって、自動変速部２０内の動力伝達経路が遮断された車両を駆動不能とする動力伝達経路の動力伝達遮断状態へ切換えを選択するための非駆動ポジションである。また、「Ｒ」ポジション、「Ｄ」ポジションおよび「Ｍ」ポジションは、車両を走行させるときに選択される走行ポジションであって、自動変速部２０内の動力伝達経路が連結された車両を駆動可能とする動力伝達経路の動力伝達可能状態への切換えを選択するための駆動ポジションでもある。 In the shift positions P SH shown in the “P” to “M” positions, the “P” position and the “N” position are non-travel positions selected when the vehicle is not traveled, This is a non-drive position for selecting switching to a power transmission cut-off state of the power transmission path that disables driving of the vehicle whose power transmission path is cut off. Further, the “R” position, the “D” position, and the “M” position are travel positions selected when the vehicle travels, and can drive a vehicle to which a power transmission path in the automatic transmission unit 20 is connected. It is also a drive position for selecting switching to the power transmission possible state of the power transmission path.

具体的には、シフトレバー５２が「Ｐ」ポジションへ手動操作されることでクラッチＣおよびブレーキＢのいずれもが解放されて自動変速部２０内の動力伝達経路が動力伝達遮断状態とされると共に自動変速部２０の出力軸２２がロックされ、「Ｎ」ポジションへ手動操作されることでクラッチＣおよびブレーキＢのいずれもが解放されて自動変速部２０内の動力伝達経路が動力伝達遮断状態とされ、「Ｒ」、「Ｄ」、および「Ｍ」ポジションのいずれかへ手動操作されることで各ポジションに対応したいずれかのギヤ段が成立させられて自動変速部２０内の動力伝達経路が動力伝達可能状態とされる。   Specifically, when the shift lever 52 is manually operated to the “P” position, both the clutch C and the brake B are released, and the power transmission path in the automatic transmission unit 20 is set to a power transmission cutoff state. When the output shaft 22 of the automatic transmission unit 20 is locked and is manually operated to the “N” position, both the clutch C and the brake B are released, and the power transmission path in the automatic transmission unit 20 is in the power transmission cutoff state. Then, by manually operating to any of the “R”, “D”, and “M” positions, any gear stage corresponding to each position is established, and the power transmission path in the automatic transmission unit 20 is established. Power transmission is possible.

図６は、電子制御装置１００による制御機能の一部であるエンジン起動装置の制御機能を説明する機能ブロック線図である。図６において、有段変速制御手段１０２は、図７に示すような車速Ｖと自動変速部２０の出力トルクＴＯＵＴとを変数として予め記憶されたアップシフト線（実線）およびダウンシフト線（一点鎖線）を有する関係（変速線図、変速マップ）から実際の車速Ｖおよび自動変速部２０の要求出力トルクＴＯＵＴで示される車両状態に基づいて、自動変速部２０の変速を実行すべきか否かを判断しすなわち自動変速部２０の変速すべき変速段を判断し、その判断した変速段が得られるように自動変速部２０の自動変速制御を実行する。 FIG. 6 is a functional block diagram illustrating a control function of the engine starting device that is a part of the control function of the electronic control device 100. In FIG. 6, the stepped shift control means 102 includes an upshift line (solid line) and a downshift line (one point) stored in advance with the vehicle speed V and the output torque T OUT of the automatic transmission unit 20 as shown in FIG. Whether or not the shift of the automatic transmission unit 20 should be executed based on the vehicle state indicated by the actual vehicle speed V and the required output torque T OUT of the automatic transmission unit 20 from the relationship (chain diagram, shift map) having a chain line) That is, that is, the shift stage to be shifted by the automatic transmission unit 20 is determined, and the automatic shift control of the automatic transmission unit 20 is executed so that the determined shift stage is obtained.

このとき、有段変速制御手段１０２は、例えば図２に示す係合作動表に従って変速段が達成されるように、自動変速部２０の変速に関与する油圧式摩擦係合装置を係合および／または解放させる司令（変速出力指令、油圧指令）を、すなわち自動変速部２０の変速に関与する解放側係合装置を解放すると共に係合側係合装置を係合して自動変速部２０の変速が実行されるように、油圧式制御装置７０内のリニアソレノイドバルブを作動させてその変速に関与する油圧式摩擦係合装置の油圧アクチュエータを作動させる。   At this time, the stepped shift control means 102 engages and / or engages the hydraulic friction engagement device involved in the shift of the automatic transmission unit 20 so that the shift stage is achieved in accordance with, for example, the engagement operation table shown in FIG. Alternatively, a command (release output command, hydraulic pressure command) to be released, that is, a release-side engagement device involved in a shift of the automatic transmission unit 20 is released and an engagement-side engagement device is engaged to change the speed of the automatic transmission unit 20. The linear solenoid valve in the hydraulic control device 70 is operated so that the hydraulic actuator of the hydraulic friction engagement device involved in the shift is operated.

ハイブリッド制御装置１０４は、エンジン８を効率のよい作動域で作動させる一方で、エンジン８と第２電動機Ｍ２との駆動力の配分や第１電動機Ｍ１の発電による反力を最適になるように変化させて差動部１１の電気的な無段変速機としての変速比γ０を制御する。例えば、そのときの走行車速Ｖにおいて、運転者の出力要求量としてのアクセル開度Ａccや車速Ｖから車両の目標出力を算出し、その車両の目標出力と充電要求量から必要なトータル目標出力を算出し、そのトータル目標出力が得られるように伝達損失、第２電動機Ｍ２のアシストトルク等を考慮して目標エンジン出力を算出し、その目標エンジン出力が得られるエンジン回転速度ＮＥとエンジントルクＴＥとなるようにエンジン８を制御するとともに第１電動機Ｍ１の発電量を制御する。 The hybrid control device 104 operates the engine 8 in an efficient operating range, and changes so as to optimize the distribution of the driving force between the engine 8 and the second electric motor M2 and the reaction force generated by the first electric motor M1. Thus, the gear ratio γ0 of the differential unit 11 as an electric continuously variable transmission is controlled. For example, at the current traveling vehicle speed V, the target output of the vehicle is calculated from the accelerator opening Acc and the vehicle speed V as the driver's required output amount, and the required total target output is calculated from the target output of the vehicle and the required charge amount. The target engine output is calculated in consideration of the transmission loss and the assist torque of the second electric motor M2 so that the total target output is obtained, and the engine rotational speed NE and the engine torque T at which the target engine output can be obtained. The engine 8 is controlled so as to be E, and the power generation amount of the first electric motor M1 is controlled.

例えば、ハイブリッド制御手段１０４は、その制御を動力性能や燃費向上などのために自動変速部２０の変速段を考慮して実行する。このようなハイブリッド制御では、エンジン８を効率のよい作動域で作動させるために定まるエンジン回転速度ＮＥと車速Ｖおよび自動変速部２０の変速段で定まる伝達部材１８の回転速度とを整合させるために、差動部１１が電気的な無段変速機として機能させられる。すなわち、ハイブリッド制御手段１０４は、エンジン回転速度ＮＥとエンジン８の出力トルク（エンジントルク）ＴＥとで構成される二次元座標内において無段変速走行の時に運転性と燃費性とを両立するように予め実験的に求められて記憶された図８の破線に示すようなエンジン８の最適燃費率曲線に沿ってエンジン８が作動させられるように、例えば目標出力を充足するために必要なエンジン出力を発生するためのエンジントルクＴＥとエンジン回転速度ＮＥとなるように、変速機構１０のトータル変速比γＴの目標値を定め、その目標値が得られるように自動変速部２０の変速段を考慮して差動部１１の変速比γ０を制御し、トータル変速比γ０をその変速可能な変化範囲内で制御する。 For example, the hybrid control unit 104 executes the control in consideration of the gear position of the automatic transmission unit 20 for improving power performance and fuel consumption. In such a hybrid control for matching the rotational speed of the power transmitting member 18 determined by the gear position of the engine rotational speed N E and the vehicle speed V and the automatic transmission portion 20 determined to operate the engine 8 in an operating region at efficient Further, the differential unit 11 is caused to function as an electric continuously variable transmission. That is, the hybrid control means 104 both the drivability and the fuel consumption when the continuously-variable shifting control in a two-dimensional coordinate composed of the output torque (engine torque) T E of the engine rotational speed N E and the engine 8 For example, an engine required to satisfy the target output so that the engine 8 can be operated along the optimum fuel consumption rate curve of the engine 8 as shown by the broken line in FIG. so that the engine torque T E and the engine rotational speed N E for generating an output, determines the target value of the overall speed ratio γT of the transmission mechanism 10, the gear position of the automatic transmission portion 20 so as to obtain the target value In consideration of the above, the gear ratio γ0 of the differential unit 11 is controlled, and the total gear ratio γ0 is controlled within the changeable range.

このとき、ハイブリッド制御手段１０４は、第１電動機Ｍ１により発電された電気エネルギをインバータ５４を通して蓄電装置５４や第２電動機Ｍ２に供給するので、エンジン８の動力の主要部は機械的に伝達部材１８へ伝達されるが、エンジン８の動力の一部は第１電動機Ｍ１の発電のために消費されてそこで電気エネルギに変換され、インバータ５４を通して電気エネルギが第２電動機Ｍ２へ供給され、その第２電動機Ｍ２が駆動されて第２電動機Ｍ２から伝達部材１８へ伝達される。この電気エネルギの発生から第２電動機Ｍ２で消費されるまでに関連する機器により、エンジン８の動力の一部を電気エネルギに変換し、その電気エネルギを機械的エネルギに変換するまでの電気パスが構成される。   At this time, since the hybrid control means 104 supplies the electric energy generated by the first electric motor M1 to the power storage device 54 and the second electric motor M2 through the inverter 54, the main part of the power of the engine 8 is mechanically transmitted to the transmission member 18. However, part of the motive power of the engine 8 is consumed for power generation of the first electric motor M1 and converted there to electric energy, and electric energy is supplied to the second electric motor M2 through the inverter 54, and the second The electric motor M2 is driven and transmitted from the second electric motor M2 to the transmission member 18. An electric path from conversion of a part of the power of the engine 8 into electric energy and conversion of the electric energy into mechanical energy by a device related from the generation of the electric energy to consumption by the second electric motor M2 Composed.

また、ハイブリッド制御手段１０４は、車両の停止中または走行中に拘わらず、差動部１１の電気的ＣＶＴ機能によって第１電動機回転速度ＮＭ１および／または第２電動機回転速度ＮＭ２を制御してエンジン回転速度ＮＥを略一定に維持したり任意の回転速度に回転制御させられる。言い換えれば、ハイブリッド制御手段１０４は、エンジン回転速度ＮＥを略一定に維持したり任意の回転速度に制御しつつ第１電動機回転速度ＮＭ１および／または第２電動機回転速度ＮＭ２を任意の回転速度に回転制御することができる。 Further, the hybrid control means 104 controls the first motor rotation speed N M1 and / or the second motor rotation speed N M2 by the electric CVT function of the differential section 11 regardless of whether the vehicle is stopped or traveling. The engine speed NE can be maintained substantially constant or can be controlled to rotate at an arbitrary speed. In other words, the hybrid control means 104 rotates the first electric motor speed N M1 and / or the second electric motor rotation speed N M2 while controlling any rotational speed or to maintain the engine speed N E substantially constant for any The rotation can be controlled to the speed.

例えば、図３の共線図からもわかるようにハイブリッド制御手段１０４は車両走行中にエンジン回転速度ＮＥを引き上げる場合には、車速Ｖ（駆動輪３４）に拘束される第２電動機回転速度ＮＭ２を略一定に維持しつつ第１電動機回転速度ＮＭ１の引き上げを実行する。また、ハイブリッド制御手段１０４は、自動変速部２０の変速中にエンジン回転速度ＮＥを略一定に維持する場合には、エンジン回転速度ＮＥを略一定に維持しつつ自動変速部２０の変速に伴う第２電動機回転速度ＮＭ２の変化とは反対方向に第１電動機回転速度ＮＭ１を変化させる。 For example, the hybrid control means 104 as can be seen from the diagram of FIG. 3 when raising the engine rotation speed N E during running of the vehicle, the vehicle speed V the second electric motor rotation speed N which is bound to the (drive wheels 34) The first motor rotation speed N M1 is increased while maintaining M2 substantially constant. The hybrid control means 104, when maintaining the engine speed N E at the nearly fixed level during the shifting of the automatic shifting portion 20, the shift of the automatic transmission portion 20 while maintaining the engine speed N E substantially constant The first motor rotation speed N M1 is changed in the opposite direction to the change in the accompanying second motor rotation speed N M2 .

また、ハイブリッド制御手段１０４は、スロットル制御のためにスロットルアクチュエータ６４により電子スロットル弁６２を開閉制御させる他、燃料噴射制御のために燃料噴射装置６６による燃料噴射量や噴射時期を制御させ、点火時期制御のためにイグナイタ等の点火装置６８による点火時期を制御させる指令を単独で或いは組み合わせてエンジン出力制御装置５８に出力して、必要なエンジン出力を発生させるようにエンジン８の出力制御を実行するエンジン出力制御手段を機能的に備えている。   Further, the hybrid control means 104 controls the fuel injection amount and the injection timing by the fuel injection device 66 for the fuel injection control in addition to controlling the opening and closing of the electronic throttle valve 62 by the throttle actuator 64 for the throttle control. A command for controlling the ignition timing of the ignition device 68 such as an igniter for control is output to the engine output control device 58 alone or in combination, and the output control of the engine 8 is executed so as to generate the necessary engine output. An engine output control means is functionally provided.

例えば、ハイブリッド制御手段１０４は、基本的には図示しない予め記憶された関係からアクセル開度Ａccに基づいてスロットルアクチュエータ６４を駆動し、アクセル開度Ａccが増加するほどスロットル弁開度θＴＨを増加させるようにスロットル制御を実行する。また、このエンジン出力制御装置５８は、ハイブリッド制御手段１０４による指令に従って、スロットル制御のためにスロットルアクチュエータ６４により電子スロットル弁６２を開閉制御する他、燃料噴射制御のために燃料噴射装置６６による燃料噴射を制御し、点火時期制御のためにイグナイタ等の点火装置６８による点火時期を制御するなどしてエンジントルク制御を実行する。 For example, the hybrid controller 104 basically drives the throttle actuator 64 based on the accelerator opening Acc from a pre-stored relationship (not shown), and increases the throttle valve opening θ TH as the accelerator opening Acc increases. Throttle control is executed so that The engine output control device 58 controls the opening and closing of the electronic throttle valve 62 by the throttle actuator 64 for throttle control in accordance with the command from the hybrid control means 104, and the fuel injection by the fuel injection device 66 for fuel injection control. The engine torque control is executed by controlling the ignition timing by an ignition device 68 such as an igniter for controlling the ignition timing.

また、ハイブリッド制御手段１０４は、エンジン８の停止またはアイドル状態に拘わらず、差動装置１１の電気的ＣＶＴ機能（差動作用）によってモータ走行させることができる。例えば、ハイブリッド制御手段１０４は、一般的にエンジン効率が高トルク域に比較して悪いとされる比較的低出力トルクＴＯＵＴ域すなわち低エンジントルクＴＥ域、或いは車速Ｖの比較的低車速域すなわち低負荷域において、モータ走行を実行する。また、ハイブリッド制御手段１０４は、このモータ走行時には、停止しているエンジン８の引き摺りを抑制して燃費を向上させるために、差動部１１の電気的ＣＶＴ機能（差動作用）によって、第１電動機回転速度ＮＭ１を負の回転速度で制御例えば空転させて、差動部１１の差動作用により必要に応じてエンジン回転速度ＮＥを零乃至略零に維持する。 Further, the hybrid control means 104 can drive the motor by the electric CVT function (differential action) of the differential device 11 regardless of whether the engine 8 is stopped or in an idle state. For example, the hybrid control means 104 is generally used in a relatively low output torque T OUT region, that is, a low engine torque TE region, or a vehicle speed region in which the vehicle speed V is relatively low. That is, the motor travel is executed in the low load region. In addition, the hybrid control means 104 uses the electrical CVT function (differential action) of the differential section 11 to suppress dragging of the stopped engine 8 and improve fuel efficiency during the motor travel. the motor rotation speed N M1 controlled for example by idling a negative rotational speed, to maintain the engine speed N E at zero or substantially zero as needed by the differential action of the differential portion 11.

また、ハイブリッド制御手段１０４は、エンジン走行領域であっても、上述した電気パスによる第１電動機Ｍ１からの電気エネルギおよび／または蓄電装置５６からの電気エネルギを第２電動機Ｍ２へ供給し、その第２電動機Ｍ２を駆動して駆動輪にトルクを付与することにより、エンジン８の動力を補助するための所謂トルクアシストが可能である。   Further, even in the engine travel region, the hybrid control means 104 supplies the second motor M2 with the electric energy from the first electric motor M1 and / or the electric energy from the power storage device 56 by the electric path described above. 2 So-called torque assist for assisting the power of the engine 8 is possible by driving the electric motor M2 and applying torque to the drive wheels.

また、ハイブリッド制御手段１０４は、蓄電装置５６からインバータ５４を介して供給される第１電動機Ｍ１への駆動電流を遮断して第１電動機Ｍ１を無負荷状態とする。第１電動機Ｍ１は無負荷状態とされると自由回転することすなわち空転することが許容され、差動部１１はトルクの伝達が不能な状態すなわち差動部１１内の動力伝達経路が遮断された状態と同等の状態であって、且つ差動部１１からの出力が発生されない状態とされる。すなわち、ハイブリッド制御手段１０４は、第１電動機Ｍ１を無負荷状態とすることにより差動部１１をその動力伝達経路が電気的に遮断される中立状態（ニュートラル状態）とする。   Moreover, the hybrid control means 104 interrupts the drive current to the 1st electric motor M1 supplied from the electrical storage apparatus 56 via the inverter 54, and makes the 1st electric motor M1 a no-load state. When the first electric motor M1 is in a no-load state, the first electric motor M1 is allowed to freely rotate, that is, idle, and the differential unit 11 is in a state in which torque cannot be transmitted, that is, the power transmission path in the differential unit 11 is interrupted. In this state, the output from the differential unit 11 is not generated. That is, the hybrid control means 104 sets the differential unit 11 in a neutral state (neutral state) in which the power transmission path is electrically cut off by setting the first electric motor M1 to a no-load state.

エンジン起動制御手段１０６は、例えば蓄電装置５６の充電容量が蓄電装置５６の劣化を防ぐために設定されている所定充電容量以下である場合、エンジン水温ＴＥＭＰＷや触媒温度が各々所定温度以下である場合、車両加速時など高出力が要求された場合、或いはエアコンが作動状態A/Cにある場合等において、回転停止中のエンジン８を起動させるためのものである。 Engine start control means 106, for example, when the charge capacity of the power storage device 56 is equal to or less than the predetermined charge capacity is set to prevent deterioration of the battery 56 when the engine coolant temperature TEMP W and the catalyst temperature is respectively below a predetermined temperature This is for starting the engine 8 whose rotation is stopped when a high output is required such as when the vehicle is accelerated, or when the air conditioner is in the operating state A / C.

ここで、例えば信号待ち状態などシフトレバー５２が「Ｄ」ポジションにあるときの車両停止状態において、車両を発進させるには、通常、エンジン８は回転停止しており第２電動機Ｍ２の駆動力によって発進させる。しかし、このような状態であっても、上述したようなエンジン８の駆動が必要な場合には、エンジン起動制御手段１０６によって、エンジン起動指令が出力される。   Here, for example, in order to start the vehicle when the shift lever 52 is in the “D” position, such as in a signal waiting state, the engine 8 is normally stopped and driven by the driving force of the second electric motor M2. Start off. However, even in such a state, when it is necessary to drive the engine 8 as described above, the engine start control means 106 outputs an engine start command.

図９は、エンジン８の起動の際における、差動部１１の各回転要素の回転速度を示す共線図である。エンジン８の起動には、実線に示すように、第１電動機Ｍ１を駆動させて第１サンギヤＳ１に対応する第１回転要素ＲＥ１を回転させると共に、第１リングギヤＲ１に対応する第３回転要素ＲＥ３の回転速度を例えば略零に固定するすなわち反力を発生させることで、エンジン８の回転速度ＮＥをエンジン始動可能な回転速度（以下、始動可能回転速度という）ＮＥＳ以上に引き上げている。このように、例えば第２電動機Ｍ２を好適に制御することで、この第３回転要素ＲＥ３を略零或いは所定の回転速度に固定させて反力を発生させることができる。 FIG. 9 is a collinear diagram showing the rotational speeds of the rotating elements of the differential section 11 when the engine 8 is started. To start the engine 8, as shown by a solid line, the first electric motor M1 is driven to rotate the first rotating element RE1 corresponding to the first sun gear S1, and the third rotating element RE3 corresponding to the first ring gear R1. the rotational speed is, for example, to generate a fixed to i.e. reaction force substantially zero, the rotational speed N E enabling engine starting rotational speed of the engine 8 (hereinafter, startable called rotational speed) is increased to N ES more. Thus, for example, by suitably controlling the second electric motor M2, the third rotating element RE3 can be fixed at substantially zero or a predetermined rotational speed to generate a reaction force.

ところで、第２電動機Ｍ２が故障した際には、エンジン８を起動させることで、車両を発進させることが考えられる。しかしながら、第２電動機Ｍ２が故障していると、第３回転要素ＲＥ３に反力を発生させることができないため、図９の破線に示すように、第３回転要素ＲＥ３が逆回転してしまい、エンジン８の回転速度を引き上げることが不可能となる。これに対して、第３回転要素ＲＥ３に反力を発生させるため、自動変速部２０を例えば第１速ギヤ段を成立させて動力伝達可能状態とする、すなわち第３回転要素ＲＥ３を自動変速部２０を介して出力軸２２すなわち駆動輪３４と連結させることで反力を発生させることが考えられる。ところが、シフトレバー５２が「Ｄ」ポジションに位置されている状態では、シフトレバー５２が「Ｐ」ポジションに位置される場合のように出力軸２２が機械的に固定されていないため、前述した図９の破線に示す第３回転要素ＲＥ３の逆回転によって車両が逆走することが考えられる。なお、本実施例では、図示しない電動油圧ポンプが備えられており、エンジン８が停止中であっても、クラッチＣおよびブレーキＢが係合可能な油圧を発生させている。   By the way, when the second electric motor M2 breaks down, it is conceivable to start the vehicle by starting the engine 8. However, if the second electric motor M2 is out of order, no reaction force can be generated in the third rotating element RE3, so that the third rotating element RE3 rotates in the reverse direction as shown by the broken line in FIG. It becomes impossible to increase the rotational speed of the engine 8. On the other hand, in order to generate a reaction force in the third rotating element RE3, the automatic transmission unit 20 is brought into a power transmission enabled state by establishing the first speed gear, for example, that is, the third rotating element RE3 is set in the automatic transmission unit. It is conceivable that a reaction force is generated by being connected to the output shaft 22, that is, the drive wheel 34 via 20. However, when the shift lever 52 is in the “D” position, the output shaft 22 is not mechanically fixed as in the case where the shift lever 52 is in the “P” position. It is conceivable that the vehicle runs backward due to the reverse rotation of the third rotation element RE3 indicated by the broken line 9. In this embodiment, an electric hydraulic pump (not shown) is provided, and the hydraulic pressure that can be engaged with the clutch C and the brake B is generated even when the engine 8 is stopped.

そこで、エンジン起動制御手段１０６は、第２電動機Ｍ２が故障した際に安全にエンジン８を起動させる機能を備えている。エンジン起動制御手段１０６は、第２電動機Ｍ２の故障したか否かを判定する電動機故障判定手段１０８、車両の車速Ｖが略零すなわち所定値以下かを判定するための車速判定手段１１０、エンジンの起動が要求されたか否かを判定するエンジン起動要求判定手段１１２、シフトレバー５２のシフト位置が走行位置である「Ｄ」レンジか否かを判定するシフトポジション判定手段１１４に基づいて、クラッチＣおよびブレーキＢを係合させて、第１電動機Ｍ１を駆動させる。   Therefore, the engine start control means 106 has a function of starting the engine 8 safely when the second electric motor M2 fails. The engine activation control means 106 includes an electric motor failure determination means 108 for determining whether or not the second electric motor M2 has failed, a vehicle speed determination means 110 for determining whether the vehicle speed V of the vehicle is substantially zero, that is, a predetermined value or less, Based on engine start request determination means 112 that determines whether or not start is requested, and shift position determination means 114 that determines whether or not the shift position of the shift lever 52 is in the “D” range, which is the travel position, the clutch C and The brake B is engaged to drive the first electric motor M1.

電動機故障判定手段１０８では、例えばＭ２回転速度センサによって検出される第２電動機回転速度ＮＭ２と電子制御装置１００から命令される要求回転速度とを比較するなどによって第２電動機Ｍ２が故障したか否かを判定する。 In motor failure determination means 108, for example, or the second electric motor M2 has failed, such as by comparing the M2 required rotational speed and the second electric motor rotation speed N M2 detected by the rotation speed sensor is commanded from the electronic control device 100 judges Determine whether.

車速判定手段１１０では、出力軸２２に設けられている回転速度センサによって検出される回転速度に基づいて車速Ｖを算出し、車速Ｖが略零であるか否かを判定する。エンジン起動要求判定手段１１２では、例えばアクセルペダルの操作量であるアクセル開度Ａccを表す信号や充電装置５６の充電容量などによってエンジン起動要求が為されたか否かを判定する。シフトポジション判定手段１１４は、シフトポジションＰＳＨに基づいてシフトレバー５２が「Ｄ」ポジションであるか否かを判定する。 The vehicle speed determination means 110 calculates the vehicle speed V based on the rotation speed detected by the rotation speed sensor provided on the output shaft 22 and determines whether or not the vehicle speed V is substantially zero. The engine activation request determination means 112 determines whether or not an engine activation request has been made based on, for example, a signal representing an accelerator opening Acc that is an operation amount of an accelerator pedal, a charging capacity of the charging device 56, or the like. Shift position determining means 114 determines the shift lever 52 is whether a "D" position based on the shift position P SH.

上述した各々の判定手段によって、第２電動機Ｍ２の故障が判定され、車速Ｖが略零すなわち所定値以下であり、エンジン８の起動が要求され、シフトレバー５２が走行位置である「Ｄ」レンジにあると判定されてエンジン８の起動が必要と判断されると、エンジン起動制御手段１０６によってエンジン８を起動させる。第２電動機Ｍ２故障時のエンジン８の起動は、例えば自動変速部２０において、第３速ギヤ段または第４速ギヤ段を成立させることで動力伝達可能状態とする。第３速ギヤ段および第４速ギヤ段はそれぞれ図２に示すように、第２クラッチＣ２を係合させることで成立させられるものである。第２クラッチＣ２が係合させられると、図１および図３に示されるように、第２キャリヤＣＡ２および第３リングギヤＲ３が連結されることで構成されている第６回転要素ＲＥ６が、伝達部材１８を介して差動部１１の第３回転要素ＲＥ３（第１リングギヤＲ１）に直接連結される。ここで、第６回転要素ＲＥ６は、図１に示すように、一方向クラッチＦを介してケース１２に連結されているため、エンジン８の回転方向に対して逆転方向（以後、逆転方向とはエンジン８の回転方向とは逆方向の回転のことをいう）の回転が阻止されている。これにより、第６回転要素ＲＥ６に連結される第３回転要素ＲＥ３は、図１０の差動部１１の共線図に示すように、第３回転要素ＲＥ３である第１リングギヤＲ１の逆転方向の回転が一方向クラッチＦによって阻止される。これより、図１０に示すように、第３回転要素ＲＥ３の回転速度を略零または零に固定、すなわち反力を発生させることができ、第１電動機Ｍ１を駆動させることでエンジン８の回転速度を始動可能回転速度ＮＥＳまで安全に引き上げることができる。このように、エンジン起動制御手段１０６は、第２クラッチＣ２を係合させることで、伝達部材１８を逆回転不能な第６回転要素ＲＥ６に直接連結させて、第１電動機Ｍ１を駆動させ、エンジン８を起動させる。なお、本実施例においては、車速Ｖが略零の領域で為されるため、第６回転要素ＲＥ６の回転速度は略零となっており、図１０の共線図に示すように、第３回転速度ＲＥ３の回転速度も同様に略零となる。また、本実施例の第６回転要素ＲＥ６が、本発明の逆回転不能な回転部材に対応している。 By each of the determination means described above, the failure of the second electric motor M2 is determined, the vehicle speed V is substantially zero, that is, a predetermined value or less, the engine 8 is requested to be started, and the shift lever 52 is the travel position. If it is determined that the engine 8 needs to be started, the engine start control means 106 starts the engine 8. The engine 8 is started when the second electric motor M2 fails, for example, in the automatic transmission unit 20, the third speed gear stage or the fourth speed gear stage is established so that the power can be transmitted. As shown in FIG. 2, the third speed gear stage and the fourth speed gear stage are established by engaging the second clutch C2. When the second clutch C2 is engaged, as shown in FIGS. 1 and 3, the sixth rotating element RE6 configured by connecting the second carrier CA2 and the third ring gear R3 is connected to the transmission member. 18 is directly connected to the third rotating element RE3 (first ring gear R1) of the differential section 11 via 18. Here, as shown in FIG. 1, the sixth rotation element RE6 is connected to the case 12 via the one-way clutch F, so that the reverse direction with respect to the rotational direction of the engine 8 (hereinafter referred to as the reverse direction). The rotation in the direction opposite to the rotation direction of the engine 8 is prevented. As a result, the third rotating element RE3 coupled to the sixth rotating element RE6 is arranged in the reverse direction of the first ring gear R1, which is the third rotating element RE3, as shown in the collinear diagram of the differential section 11 in FIG. Rotation is blocked by the one-way clutch F. Thus, as shown in FIG. 10, the rotation speed of the third rotation element RE3 can be fixed to substantially zero or zero, that is, the reaction force can be generated, and the rotation speed of the engine 8 is driven by driving the first electric motor M1. Can be safely increased to the startable rotation speed NES . In this way, the engine start control means 106 engages the second clutch C2 to directly connect the transmission member 18 to the sixth rotation element RE6 that cannot be reversely rotated, thereby driving the first electric motor M1, and the engine. 8 is activated. In the present embodiment, since the vehicle speed V is in a substantially zero region, the rotational speed of the sixth rotating element RE6 is substantially zero. As shown in the collinear diagram of FIG. Similarly, the rotational speed of the rotational speed RE3 is substantially zero. Further, the sixth rotating element RE6 of this embodiment corresponds to the rotating member of the present invention that cannot be rotated in the reverse direction.

また、自動変速部２０において、第２速ギヤ段を成立させることでも第２電動機Ｍ２故障の際に、エンジン８を安全に起動させることができる。第２速ギヤ段は図２の示すように第１クラッチＣ１および第１ブレーキＢ１を係合させることで成立させられる。ここで、図１の第２遊星歯車装置２８において、第１ブレーキＢ１が係合されることで第２サンギヤＳ２が回転停止させられると共に、第２キャリヤＣＡ２が一方向クラッチＦによって逆転方向の回転が阻止されているため、第２リングギヤＲ２は、第２遊星歯車装置２６の差動作用によって、第２キャリヤＣＡ２よりも増速した正方向（エンジン８と同回転方向）の回転が得られ、逆転方向の回転が阻止される。また、第３遊星歯車装置２８では、第３リングギヤＲ３は一方向クラッチＦによって逆転方向の回転が阻止されていると共に、第３キャリヤＣＡ３は、第２リングギヤＲ２に連結されているため、第２リングギヤＲ２と同様に逆転方向の回転が阻止されている。また、第３リングギヤＲ３および第３キャリヤＣＡ３が共に逆転方向の回転が阻止され、且つ、第３キャリヤＣＡ３の回転速度の方が、第２リングギヤＲ２に連結されることで、第３リングギヤＲ３の回転速度よりも速くなるため、第４回転要素ＲＥ４に対応する第３サンギヤＳ３は、第３遊星歯車装置２８の差動作用によって、逆転方向の回転が阻止される。なお、本実施例の第４回転要素ＲＥ４が、本発明の逆回転不能な他の回転部材に対応している。   Further, in the automatic transmission unit 20, the engine 8 can be safely started in the event of a failure of the second electric motor M2 by establishing the second gear. The second speed gear stage is established by engaging the first clutch C1 and the first brake B1 as shown in FIG. Here, in the second planetary gear device 28 of FIG. 1, the second sun gear S2 is stopped by the engagement of the first brake B1, and the second carrier CA2 is rotated in the reverse direction by the one-way clutch F. Therefore, the second ring gear R2 is rotated in the positive direction (same rotational direction as the engine 8) faster than the second carrier CA2 by the differential action of the second planetary gear device 26, The rotation in the reverse direction is prevented. In the third planetary gear device 28, the third ring gear R3 is prevented from rotating in the reverse rotation direction by the one-way clutch F, and the third carrier CA3 is connected to the second ring gear R2. Similar to the ring gear R2, rotation in the reverse direction is prevented. Further, the third ring gear R3 and the third carrier CA3 are both prevented from rotating in the reverse direction, and the rotational speed of the third carrier CA3 is coupled to the second ring gear R2, so that the third ring gear R3 Since the rotation speed is higher than the rotation speed, the third sun gear S3 corresponding to the fourth rotation element RE4 is prevented from rotating in the reverse rotation direction by the differential action of the third planetary gear device 28. Note that the fourth rotating element RE4 of this embodiment corresponds to another rotating member of the present invention that is not reversely rotatable.

図３の共線図を用いて表現すると、第２速ギヤ段は、第１クラッチＣ１および第１ブレーキＢ１が共に係合されることで結ばれる斜めの直線Ｌ２で表現され、直線Ｌ２と各回転要素との交点が相対的な各回転要素の回転速度を示している。ここで、直線Ｌ２は、第１ブレーキＢ１が係合されることで第７回転要素ＲＥ７の回転速度は零に固定され、また、第６回転要素ＲＥ６において、一方向クラッチＦによって逆転方向の回転が阻止されるため、直線Ｌ２は、第４回転要素ＲＥ４および第５回転要素ＲＥ５においても常に回転速度零を示すＸ１以上の領域に位置することとなる。これにより、第４回転要素ＲＥ４および第５回転要素ＲＥ５は共に逆転方向の回転が阻止されることとなる。ここで、第２速ギヤ段では、第１クラッチＣ１が係合されることで、第３回転要素ＲＥ３が伝達部材１８を介して第３サンギヤＳ３に対応する第４回転要素ＲＥ４に連結されるが、第４回転要素ＲＥ４は、前述したように逆転方向の回転が阻止されており、反力発生部材として機能させることができる。これにより、第１電動機Ｍ１を駆動させることで、エンジン８の回転速度を始動可能回転速度ＮＥＳまで安全に引き上げることができる。このように、エンジン起動制御手段１０６は、第１ブレーキＢ１を係合することで逆回転不能な第４回転要素ＲＥ４を形成させ、伝達部材１８をこの第４回転要素に連結、すなわち伝達部材１８を逆回転不能な第６回転要素ＲＥ６に間接的に連結させて、第１電動機Ｍ１を駆動させ、エンジン８を起動させる。なお、本実施例においては、車速Ｖが略零の領域で為されるため、第４回転要素ＲＥ４の回転速度は略零となっており、図１０の共線図に示すように、第３回転速度ＲＥ３の回転速度も同様に略零となる。 When expressed using the nomograph of FIG. 3, the second speed gear stage is expressed by an oblique straight line L2 connected by engaging the first clutch C1 and the first brake B1 together. The intersection with the rotation element indicates the relative rotation speed of each rotation element. Here, the rotation speed of the seventh rotation element RE7 is fixed to zero by engaging the first brake B1, and the straight line L2 is rotated in the reverse direction by the one-way clutch F in the sixth rotation element RE6. Therefore, the straight line L2 is always located in the region of X1 or more indicating the rotational speed of zero in the fourth rotating element RE4 and the fifth rotating element RE5. As a result, the fourth rotation element RE4 and the fifth rotation element RE5 are both prevented from rotating in the reverse direction. Here, in the second gear, the first clutch C1 is engaged, so that the third rotating element RE3 is connected to the fourth rotating element RE4 corresponding to the third sun gear S3 via the transmission member 18. However, as described above, the fourth rotating element RE4 is prevented from rotating in the reverse direction, and can function as a reaction force generating member. Thus, by driving the first electric motor M1, it is possible to raise the safety rotational speed of the engine 8 to startable speed N ES. In this way, the engine start control means 106 forms the fourth rotation element RE4 that cannot reversely rotate by engaging the first brake B1, and connects the transmission member 18 to the fourth rotation element, that is, the transmission member 18. Is indirectly connected to the sixth rotating element RE6 that cannot rotate in reverse, the first electric motor M1 is driven, and the engine 8 is started. In the present embodiment, since the vehicle speed V is in the region of substantially zero, the rotational speed of the fourth rotating element RE4 is substantially zero. As shown in the collinear diagram of FIG. Similarly, the rotational speed of the rotational speed RE3 is substantially zero.

図１１は、電子制御装置１００の制御作動の要部すなわち第２電動機Ｍ２故障時のエンジン起動装置の制御作動を説明するフローチャートであり、例えば数ｍｓｅｃ乃至数十ｍｓｅｃ程度の極めて短いサイクルタイムで繰り返し実行されるものである。図１１において、先ず、電動機故障判定手段１０８、車速判定手段１１０、エンジン起動要求判定手段１１２、およびシフトポジション判定手段１１４に対応するステップＳ１（以下、ステップを省略）では、エンジン８の始動が必要か否かを判定する。   FIG. 11 is a flowchart for explaining the main part of the control operation of the electronic control device 100, that is, the control operation of the engine starting device when the second motor M2 fails, and is repeatedly performed with an extremely short cycle time of, for example, about several milliseconds to several tens of milliseconds. Is to be executed. In FIG. 11, first, in step S1 (hereinafter, step is omitted) corresponding to the motor failure determination means 108, the vehicle speed determination means 110, the engine start request determination means 112, and the shift position determination means 114, the engine 8 needs to be started. It is determined whether or not.

具体的には、電動機故障判定手段１０８によって、第２電動機Ｍ２が故障状態か否かを判定する。第２電動機Ｍ２が故障と判定されると、車速判定手段１１０によって車速Ｖが略零が否かを判定する。車速Ｖが略零と判定されると、エンジン起動要求判定手段１１２によって、エンジン８の起動が要求されたか否かを判定する。そして、エンジン８の起動が要求されたと判定されると、シフトポジション判定手段１１４によって、シフトポジションが走行位置である「Ｄ」レンジか否かを判定する。これらの判定手段の何れか１つでも否定されると本ルーチンは終了させられる。   Specifically, the motor failure determination means 108 determines whether or not the second motor M2 is in a failure state. If it is determined that the second electric motor M2 is out of order, the vehicle speed determination means 110 determines whether or not the vehicle speed V is substantially zero. When it is determined that the vehicle speed V is substantially zero, the engine activation request determination unit 112 determines whether activation of the engine 8 is requested. When it is determined that the engine 8 has been requested to start, the shift position determination unit 114 determines whether or not the shift position is in the “D” range, which is the travel position. If any one of these determination means is negative, this routine is terminated.

一方、これらの判定手段の全てが肯定されると、Ｓ２において第３速ギヤ段または第４速ギヤ段を成立させることで、第２クラッチＣ２を係合させる、或いは、第２速ギヤ段を成立させる。これにより、伝達部材１８を介して第３回転要素ＲＥ３である第１リングギヤＲ１の回転を略零に固定させる、すなわち第１リングギヤＲ１において反力を発生させる。そしてＳ３において、第１電動機Ｍ１を駆動させることで、エンジン８の回転速度を始動可能回転速度ＮＥＳまで引き上げる。最後にＳ４では、電子スロットル弁６２の開閉制御や燃料噴射制御や点火時期制御のための指令をエンジン出力制御装置５８に出力してエンジン８を始動させる。なお、Ｓ１乃至Ｓ４が、本発明のエンジン起動制御手段に対応している。 On the other hand, if all of these determination means are affirmed, the second clutch C2 is engaged by establishing the third gear or the fourth gear in S2, or the second gear is changed. Establish. As a result, the rotation of the first ring gear R1, which is the third rotation element RE3, is fixed to substantially zero via the transmission member 18, that is, a reaction force is generated in the first ring gear R1. And in S3, by driving the first electric motor M1, raise the rotation speed of the engine 8 to startable speed N ES. Finally, in S4, commands for opening / closing control of the electronic throttle valve 62, fuel injection control, and ignition timing control are output to the engine output control device 58 to start the engine 8. S1 to S4 correspond to the engine start control means of the present invention.

上述のように、本実施例のエンジン起動装置によれば、第１電動機Ｍ１を駆動させてエンジン８を起動させる際に反力を発生させるべき第２電動機Ｍ２が故障しても、第３回転要素ＲＥ３に反力を発生させるようにクラッチＣおよびブレーキＢを好適に係合させることで、第３回転要素ＲＥ３を逆回転不能な第６回転要素ＲＥ６に直接または間接的に連結させて第３回転要素ＲＥ３を固定させることで、反力を発生させることができる。これにより、車両のシフト位置が「Ｄ」レンジであっても車両が逆走する危険もなく、エンジン８を起動させることができる。   As described above, according to the engine starting device of the present embodiment, even if the second electric motor M2 that should generate a reaction force when starting the engine 8 by driving the first electric motor M1 fails, the third rotation By suitably engaging the clutch C and the brake B so as to generate a reaction force on the element RE3, the third rotating element RE3 is directly or indirectly connected to the sixth rotating element RE6 that cannot reversely rotate. A reaction force can be generated by fixing the rotating element RE3. Thereby, even if the shift position of the vehicle is in the “D” range, the engine 8 can be started without the danger of the vehicle running backward.

また、前述の実施例のエンジン起動装置によれば、第２クラッチＣ２を係合させて、伝達部材１８を逆回転不能な第６回転要素ＲＥ６に直接連結させることで、他の回転要素の回転を制限するなどの必要なく、第３回転要素ＲＥ３において反力を発生させることができ、エンジン８を起動させることが可能となる。   Further, according to the engine starting device of the above-described embodiment, the second clutch C2 is engaged, and the transmission member 18 is directly connected to the sixth rotation element RE6 that cannot be reversely rotated. The reaction force can be generated in the third rotating element RE3 without the need to limit the engine 8 and the engine 8 can be started.

また、前述の実施例のエンジン起動装置によれば、ブレーキＢ１を係合することで逆回転不能となる第４回転要素ＲＥ４を形成し、伝達部材１８をその第４回転要素ＲＥ４に連結させることで、第３回転要素ＲＥ３において反力を発生させることができ、エンジン８を起動させることが可能となる。   Further, according to the engine starting device of the above-described embodiment, the fourth rotation element RE4 that cannot reversely rotate by engaging the brake B1 is formed, and the transmission member 18 is connected to the fourth rotation element RE4. Thus, a reaction force can be generated in the third rotating element RE3, and the engine 8 can be started.

また、前述の実施例のエンジン起動装置によれば、エンジン起動制御手段１０６は、電動機故障判定手段１０８、車速判定手段１１０、エンジン起動要求判定手段１１２、およびシフトポジション判定手段１１４に基づいてエンジン８を起動させることで、第２電動機Ｍ２故障時であっても安全にエンジン８を起動させることができる。   Further, according to the engine starter of the above-described embodiment, the engine start control unit 106 is based on the motor failure determination unit 108, the vehicle speed determination unit 110, the engine start request determination unit 112, and the shift position determination unit 114. By starting the engine 8, the engine 8 can be started safely even when the second electric motor M2 fails.

以上、本発明の実施例を図面に基づいて詳細に説明したが、本発明はその他の態様においても適用される。   As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

例えば、前述の実施例の自動変速機２０は、前進４段後進１速の変速機であったが、変速機の変速段および連結関係は、特に限定されるものではない。例えば前進３速後進１速などの自動変速機であっても、その変速機内に一方向クラッチが備えられていれば本発明を適用することができる。すなわち、一方向クラッチを有する変速機であれば、その一方向クラッチによって逆回転が阻止される回転部材に伝達部材１８を直接或いは間接的に連結させることで、本発明は成立する。   For example, the automatic transmission 20 according to the above-described embodiment is a four-speed forward / reverse / first-speed transmission. However, the transmission speed and connection relationship of the transmission are not particularly limited. For example, the present invention can be applied to an automatic transmission such as a forward third speed and a reverse first speed as long as a one-way clutch is provided in the transmission. That is, in the case of a transmission having a one-way clutch, the present invention is established by connecting the transmission member 18 directly or indirectly to a rotating member that is prevented from reverse rotation by the one-way clutch.

また、前述の実施例の動力分配機構１６では、第１キャリヤＣＡ１がエンジン８に連結され、第１サンギヤＳ１が第１電動機Ｍ１に連結され、第１リングギヤＲ１が伝達部材１８に連結されていたが、それらの連結関係は、必ずしもそれに限定されるものではなく、エンジン８、第１電動機Ｍ１、伝達部材１８は、第１遊星歯車装置２４の３回転要素ＣＡ１、Ｓ１、Ｒ１のうちの何れと連結されていても差し支えない。   In the power distribution mechanism 16 of the above-described embodiment, the first carrier CA1 is connected to the engine 8, the first sun gear S1 is connected to the first electric motor M1, and the first ring gear R1 is connected to the transmission member 18. However, the connection relationship is not necessarily limited thereto, and the engine 8, the first electric motor M1, and the transmission member 18 are connected to any of the three rotation elements CA1, S1, and R1 of the first planetary gear device 24. They can be connected.

また、前述の実施例では、エンジン８は入力軸１４と直結されていたが、例えばギヤ、ベルト等を介して作動的に連結されておればよく、共通の軸心上に配置される必要もない。   In the above-described embodiment, the engine 8 is directly connected to the input shaft 14. However, the engine 8 only needs to be operatively connected via, for example, a gear, a belt, or the like, and needs to be disposed on a common shaft center. Absent.

また、前述の実施例では、第１電動機Ｍ１および第２電動機Ｍ２は、入力軸１４に同心に配置されて第１電動機Ｍ１は第１サンギヤＳ１に連結され第２電動機Ｍ２は伝達部材１８に連結されていたが、必ずしもそのように配置される必要はなく、例えばギヤ、ベルト、減速機等を介して作動的に第１電動機Ｍ１は第１サンギヤＳ１に連結され、第２電動機Ｍ２は伝達部材１８に連結されてもよい。   In the above-described embodiment, the first motor M1 and the second motor M2 are arranged concentrically with the input shaft 14, the first motor M1 is connected to the first sun gear S1, and the second motor M2 is connected to the transmission member 18. However, the first motor M1 is operatively connected to the first sun gear S1 through, for example, a gear, a belt, a speed reducer, etc., and the second motor M2 is a transmission member. 18 may be connected.

また、前述の実施例では、第１クラッチＣ１や第２クラッチＣ２などの油圧式摩擦係合装置は、パウダー（磁粉）クラッチ、電磁クラッチ、噛み合い型のドグクラッチなどの磁粉式、電磁式、機械式係合装置から構成されていてもよい。例えば電磁クラッチであるような場合には、油圧制御回路７０は油路を切り換える弁装置ではなく電磁クラッチへの電気的な指令信号回路を切り換えるスイッチング装置や電磁切換装置等により構成される。   Further, in the above-described embodiment, the hydraulic friction engagement devices such as the first clutch C1 and the second clutch C2 are magnetic powder type, electromagnetic type, mechanical type such as powder (magnetic powder) clutch, electromagnetic clutch, and meshing type dog clutch. You may be comprised from the engaging apparatus. For example, in the case of an electromagnetic clutch, the hydraulic control circuit 70 is constituted by a switching device, an electromagnetic switching device, or the like that switches an electrical command signal circuit to the electromagnetic clutch, not a valve device that switches an oil passage.

また、前述の実施例では、自動変速部２０は伝達部材１８を介して差動部１１と直列に連結されていたが、入力軸１４と平行にカウンタ軸が設けられそのカウンタ軸上に同心に自動変速部２０が配設されてもよい。この場合には、差動部１１と自動変速部２０とは、例えば伝達部材１８としてのカウンタギヤ対、スプロケットおよびチェーンで構成される１組の伝達部材などを介して動力伝達可能に連結される。   In the above-described embodiment, the automatic transmission unit 20 is connected in series with the differential unit 11 via the transmission member 18, but a counter shaft is provided in parallel with the input shaft 14, and is concentrically on the counter shaft. An automatic transmission unit 20 may be provided. In this case, the differential unit 11 and the automatic transmission unit 20 are coupled so as to be able to transmit power via, for example, a pair of transmission members composed of a counter gear pair as a transmission member 18, a sprocket and a chain, and the like. .

また、前述の実施例の差動機構としての動力分配機構１６は、例えばエンジン８によって回転駆動されるピニオンと、そのピニオンに噛み合う一対のかさ歯車が第１電動機Ｍ１および第２電動機Ｍ２に作動的に連結された差動歯車装置であってもよい。   Further, in the power distribution mechanism 16 as the differential mechanism of the above-described embodiment, for example, a pinion that is rotationally driven by the engine 8 and a pair of bevel gears that mesh with the pinion are operative to the first electric motor M1 and the second electric motor M2. It may be a differential gear device connected to the.

また、前述の実施例の動力分配機構１６は、１組の遊星歯車装置から構成されていたが、２以上の遊星歯車装置から構成されて、非差動状態（定変速状態）では３段以上の変速機として機能するものであってもよい。また、その遊星歯車装置はシングルピニオン型に限られたものではなくダブルピニオン型の遊星歯車装置であってもよい。   In addition, the power distribution mechanism 16 of the above-described embodiment is composed of one set of planetary gear devices, but is composed of two or more planetary gear devices, and has three or more stages in the non-differential state (constant speed change state). It may function as a transmission. The planetary gear device is not limited to a single pinion type, and may be a double pinion type planetary gear device.

また、前述の実施例では、シフト位置が「Ｄ」においてエンジン８を起動させるものであったが、シフト位置が「Ｒ」レンジであっても、エンジン８を起動させる限りは前進、後進は関係ないため、本発明を適用することができる。   In the above-described embodiment, the engine 8 is started when the shift position is “D”. However, even if the shift position is in the “R” range, as long as the engine 8 is started, the forward and reverse movements are related. Therefore, the present invention can be applied.

なお、上述したのはあくまでも一実施形態であり、本発明は当業者の知識に基づいて種々の変更、改良を加えた態様で実施することができる。   The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

本発明の一実施例であるハイブリッド車両の駆動装置の一部を構成する変速機構を説明する骨子図である。BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a speed change mechanism that constitutes a part of a drive device for a hybrid vehicle that is an embodiment of the present invention. 図１の駆動装置の変速作動に用いられる油圧式摩擦係合装置の作動の組合せを説明する作動図表である。FIG. 2 is an operation chart for explaining a combination of operations of a hydraulic friction engagement device used for a speed change operation of the drive device of FIG. 1. FIG. 図１の駆動装置における各ギヤ段の相対的回転速度を説明する共線図である。FIG. 2 is a collinear diagram illustrating a relative rotational speed of each gear stage in the drive device of FIG. 1. 図１の駆動装置に設けられた電子制御装置の入出力信号を説明する図である。It is a figure explaining the input-output signal of the electronic controller provided in the drive device of FIG. シフトレバーを備えた複数種類のシフトポジションを選択するために操作されるシフト操作装置の一例である。It is an example of the shift operation apparatus operated in order to select multiple types of shift positions provided with the shift lever. 図４の電子制御装置の制御作動の要部を説明する機能ブロック線図である。It is a functional block diagram explaining the principal part of the control action of the electronic controller of FIG. 駆動装置の変速制御において用いられる変速線図の一例を示す図である。It is a figure which shows an example of the shift map used in the shift control of a drive device. 破線はエンジンの最適燃費率曲線であって燃費マップの一例である。A broken line is an optimal fuel consumption rate curve of the engine and is an example of a fuel consumption map. エンジンの起動の際における、差動部の各回転要素の回転速度を示す共線図である。It is a collinear diagram which shows the rotational speed of each rotation element of a differential part at the time of engine starting. 第２電動機故障時のエンジン起動の際における、差動部の各回転要素の回転速度を示す共線図である。It is a collinear diagram which shows the rotational speed of each rotation element of a differential part at the time of engine starting at the time of a 2nd motor failure. 電子制御装置の制御作動の要部すなわち第２電動機故障時のエンジン起動の制御作動を説明するフローチャートである。It is a flowchart explaining the control operation | movement of the engine starting at the time of the main part of the control action of an electronic controller, ie, a 2nd motor failure.

符号の説明Explanation of symbols

８：エンジン １２：トランスミッションケース（非回転部材） １６：動力分配機構（差動部） １８：伝達部材 ２０：自動変速部（変速部） ３４：駆動輪 １０６：エンジン起動制御手段 １０８：電動機故障判定手段 １１０：車速判定手段 １１２：エンジン起動要求判定手段 １１４：シフトポジション判定手段 Ｂ：ブレーキ（係合装置） Ｃ：クラッチ（係合装置） Ｆ：一方向クラッチ Ｍ１：第１電動機 Ｍ２：第２電動機 ＲＥ１：第１回転要素 ＲＥ２：第２回転要素 ＲＥ３：第３回転要素 ＲＥ４：逆回転不能な他の回転部材（第４回転要素） ＲＥ６：逆回転不能な回転部材（第６回転要素）   8: Engine 12: Transmission case (non-rotating member) 16: Power distribution mechanism (differential part) 18: Transmission member 20: Automatic transmission part (transmission part) 34: Drive wheel 106: Engine start control means 108: Motor failure determination Means 110: Vehicle speed judgment means 112: Engine start request judgment means 114: Shift position judgment means B: Brake (engagement device) C: Clutch (engagement device) F: One-way clutch M1: First motor M2: Second motor RE1: First rotating element RE2: Second rotating element RE3: Third rotating element RE4: Other rotating member that cannot reversely rotate (fourth rotating element) RE6: Rotary member that cannot reversely rotate (sixth rotating element)

Claims (4)

エンジンに連結された第１回転要素と、第１電動機に連結された第２回転要素と、第２電動機および伝達部材に常時動力伝達可能に連結された出力軸である第３回転要素とを、有して該エンジンの出力を第１電動機および該伝達部材へ分配する差動機構を備え電気的な差動装置として作動する差動部と、該差動部の出力軸と駆動輪との間に直列的に設けられて複数の係合装置の選択的な作動に従って複数の変速段を成立させる変速部と、を備えるハイブリッド車両のエンジン起動装置であって、
前記変速部内に設けられた一方向クラッチを介して非回転部材に連結されることによって逆回転不能な回転部材が設けられており、
前記第２電動機が故障した際には、前記係合装置を係合させて前記差動部の出力軸を前記逆回転不能な回転部材に直接または間接的に連結させて逆転不能状態とし、前記第１電動機により前記エンジンを駆動させるエンジン起動制御手段を含むことを特徴とするハイブリッド車両のエンジン起動装置。 A first rotary element connected to the engine, a second rotary element connected to the first electric motor, and a third rotary element is always power transmission coupled to an output shaft to the second electric motor and transmission members, A differential part that has a differential mechanism for distributing the engine output to the first electric motor and the transmission member and operates as an electrical differential unit; and between the output shaft of the differential part and the drive wheel An engine starter for a hybrid vehicle comprising: a shift unit that is provided in series with each other and that establishes a plurality of shift stages according to a selective operation of the plurality of engagement devices;
A rotating member that is not reversely rotated by being connected to a non-rotating member via a one-way clutch provided in the transmission unit is provided,
When the second electric motor fails, the engaging device is engaged to directly or indirectly connect the output shaft of the differential unit to the non-reversely rotatable rotating member to make the reverse rotation impossible , An engine starter for a hybrid vehicle, comprising engine start control means for driving the engine by a first electric motor. 前記エンジン起動制御手段は、前記係合装置を係合させて、前記差動部の出力軸を前記逆回転不能な回転部材に直接連結させて逆転不能状態とするものであることを特徴とする請求項１のハイブリッド車両のエンジン起動装置。 The engine start control means, the engagement by the engagement device is engaged, and wherein is the output shaft of the differential portion is to shall and reverse disabled state by connecting directly to the reverse rotation non rotating member The engine starting device for a hybrid vehicle according to claim 1. 前記係合装置は、所定の回転部材の回転を制御するブレーキを含み、
前記エンジン起動制御手段は、前記ブレーキを係合することで逆回転不能となる他の回転部材を形成し、前記差動部の出力軸を該他の回転部材に連結させて逆転不能状態とするものであることを特徴とする請求項１のハイブリッド車両のエンジン起動装置。 The engaging device includes a brake that controls rotation of a predetermined rotating member;
The engine start control means forms another rotating member that cannot be reversely rotated by engaging the brake, and connects the output shaft of the differential unit to the other rotating member to make the reverse rotation impossible state. 2. The engine starting device for a hybrid vehicle according to claim 1, wherein the engine starting device is a hybrid vehicle. 前記エンジン起動制御手段は、前記第２電動機の故障が判定され、車速が所定値以下であり、前記エンジンの起動が要求され、前記シフトレバーが走行位置にあることに基づいて前記係合装置を係合させて、前記第１電動機を駆動させるものであることを特徴とする請求項１乃至３のハイブリッド車両のエンジン起動装置。   The engine start control means determines the failure of the second electric motor, the vehicle speed is equal to or lower than a predetermined value, the start of the engine is requested, and the engagement device is operated based on the fact that the shift lever is in the travel position. The engine starting device for a hybrid vehicle according to any one of claims 1 to 3, wherein the first electric motor is driven by being engaged.
JP2006288125A 2006-10-23 2006-10-23 Engine starter for hybrid vehicle Expired - Fee Related JP4215092B2 (en)

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